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At the beginning of 1981, the efficient Polo Formula E marked the finale of the first generation, which was replaced by the Polo II in the summer of that year. 50 years of Polo Exhibition vehicle manufacture year / Construction period of Polo Generation II 1983 / 1981 to 1994 Power / Engine / Maximum speed 37 kW (50 PS) / 4-cylinder, 1,085 cm3 / 146 km/h 2nd generation I Polo CL VEHICLE NUMBER 2 The Polo CL Formula E Although the E might suggest it, the Polo Formula E is not an electric model. Four decades ago, the world was simply not yet ready for that. But even back then, the lowest possible consumption and emission values were a high priority for Volkswagen. The Formula E was developed for this reason, where E stood for efficiency. In the press kit for the debut of the Polo Formula E, Volkswagen described it as follows in 1981: “A particularly economical solution in the Polo range is the fuelsaving Formula E offering with the 37 kW/50 PS engine designed for premium-grade fuel. Here, the ratios of the speed-reducing 3+E gearbox are matched to the engine’s high low-end torque in the same way as in the normal version (0-100 km/h in 15.4 s).” In other words, the 2nd, 3rd and 4th gears (E-gear) and the axle itself have longer ratios. This saves fuel. However, in order not to turn the Polo Formula E into a lame duck, the engineers in Wolfsburg increased the maximum torque from 77 to 82 Nm and already made it available at 3,300 rpm instead of 3,500 rpm. This meant the highest power could be delivered 200 rpm earlier. Although the Polo achieved the same performance as its counterpart without the efficiency package, its fuel consumption was reduced by 2.4 litres in the city, 1.6 litres at 90 km/h and 1.4 litres at 120 km/h. The exhibited model is painted in Mars Red and features square-check upholstery fabric in Saiga/Black. Flashback: The Polo Generation II – 2.7 million units In August 1981, Volkswagen launched the second-generation Polo.

These 2,000 units of the most powerful Polo model to date were in incredibly high demand and the waiting list of potential customers was so long that purchase options ended up being raffled off. After a short break in construction, the G-Lader became an official member of the Polo model range in 1991. It was now known simply as the Polo Coupé G40, or more commonly just as the G40, and was produced as the 2F facelifted model. This model came with a catalytic converter, delivered 83 kW (113 PS) and was no longer a limited edition. The small car from Wolfsburg first put on its sports gear in 1979. And with the innovative scroll-type supercharger (G-Lader) in 1987, it began to win over fans in their droves. A GT at first glance: the Polo shows off its sporty side. W O R L D - R E C O R D - B R E A K I N G G With the new G-Lader technology, the Polo set a world speed record on 13 August 1985. In a 24-hour record-breaking drive on the Volkswagen proving grounds in Ehra-Lessien, the average speed of 208.13 km/h was much higher than the existing record of 168.63 km/h in the 1,300 cc class. The modified prototype was piloted by rally professional and Volkswagen factory driver Jochi Kleint. 10 50 YEARS OF POLO SPORTY POLO 11 With the Polo, Volkswagen focused on motorsport from an early stage. It started out as a way to get up-and-coming talent into touring car racing. Later, they moved into the world of rally driving before going on to become World Champions in rallycross. POLO CUP Let’s get in on the action. In 1983, the Polo began causing a stir on the racetrack. In the very first Polo Cup, the racing cars were still equipped with classic naturally aspirated engines. Two Solex twin carburettors increased the output to 59 kW (88 PS) – enough to let the lightweight Polo really fly over the kerbs. Things sped up even more between 1986 and 1989 when the 82 kW (112 PS) Polo G40 was used in the Cup. After a long break, the one-make cup event enjoyed a revival in 2004.

E FOR ECONOMY From 1980 onwards, the fuel-saving concept known as ‘Formula E’ was introduced in series production. This offered a savings potential of one to just under two litres of fuel per 100 kilometres in everyday use. The Golf I was available as a Formula E version from 1981 to 1983 – featuring aerodynamically smoothed sections with A-pillar trims and additional spoilers, tyres optimised for rolling resistance, a longer-ratio 3+E gearbox and a gear-change indicator. Formula E was a precursor to later start/stop systems and the coasting function. The Golf II eco-diesel was used in fleet tests in 1989 and had a consumption of only 5.5 litres/100 km. As of 1993, this technology was standard in the Golf III Ecomatic, which anticipated aspects of BlueMotion technology. From 2007, the Golf V was launched as a BlueMotion version – with an average consumption of just 4.5 l/100 km. Formula for economy All Formula E models had a particularly long-ratio highest gear. Golf II GTI 16V (1986) The fastest Golf to date with 102 kW (139 PS). Four by four With syncro, the Golf became a compact traction specialist. The Golf has been synonymous with the democratisation of technical progress right from the start. A small selection of technical milestones. FOUR-VALVE TECHNOLOGY ALL-WHEEL DRIVE FUEL-SAVING TECHNOLOGY 16 | 17 50 J ah re G ol f Te ch ni k un d In no va ti on NEW VISIBILITY With its clear-glass headlights, the Golf IV presented itself as an innovation pioneer from 1997 onwards. The era of the lens had come to an end, the new technology of the free-form reflector significantly increased the usable light intensity, and the interior headlight design set new standards. From now on, the new headlights shaped the brand face and gave the front of the vehicle its own expression.

The record-breaking lap Benjamin Leuchter fires up the engine. One lap. 20.832 kilometres. Rolling start. The clock starts. The Clubsport S roars into the Hatzenbach bends and flies through the Hocheichen section. 4th gear, pushing just over 190 km/h. Accelerating out, a longer stretch, down to Quiddelbacher Höhe, then on to Flugplatz. A rapid double right-hander, breathtakingly fast. 5th gear, stretching up to 216 km/h. Nearly 240 km/h as the Clubsport S crests Schwedenkreuz in 6th. Back to 5th, exhaust backfire. Left into Schwedenkreuz. Braking hard. 3rd gear. Aremberg. Fuchsröhre. The GTI reaches Adenauer Forst. Heading towards Metzgesfeld. Fast left-hander. Kallenhard. Wehrseifen – nearly halfway. Breitscheid. Ex-Mühle. Climbing towards Kesselchen. Kilometre 12. Kilometre 13, passing the Steilstrecke. 27% incline. Karussell. Hohe Acht. The Eifel now turns alpine and the Nordschleife increasingly demanding. Final sprint. Pflanzgarten, the second jump crest. Kilometre 17, the Stefan-Bellof-S. Schwalbenschwanz, Galgenkopf. Döttinger Höhe, at over 250 km/h. Seconds later, the Golf GTI Clubsport S streaks through the timing beam. 07:49:21 minutes. With this record-shattering lap, the Golf GTI Clubsport S not only conquered the Nordschleife but also redefined what's possible for front-wheel-drive production cars. → Golf Motorsport Icons50 Years of the Sporty Golf Vehicle Number 08 Golf VIII | GTI Clubsport 24h Manufacturing Year of Model Displayed 2019 / Recommissioned in 2024 for the 24-hour race at the Nürburgring Power / Engine 228 W (348 PS) / 4 cylinders, turbocharger 1,984 cc Top Speed 265 km/h Golf GTI Clubsport 24h The Golf GTI Clubsport 24h on display here claimed a sensational class victory in the AT3 category for alternative fuel vehicles at the Nürburgring on 2 June 2024. Demonstrating the sheer potential of the Golf GTI Clubsport, this race car, deployed by Max Kruse Racing for the 24-hour race, was developed from the standard series GTI.

Both models always start in electric E-Mode (exception: outside temperatures below -10 degrees). This is because the battery, which is almost twice as large at 19.7 kWh, reserves a greater amount of energy than before for this. The Passat switches automatically to Hybrid mode only when the speed exceeds 140 km/h, if the driver requests a large amount of power (e.g. kickdown) or if the battery has too little residual capacity for continuous electric operation; the driver can also make this switch manually if required. In addition, the driver can choose from the four driving modes Eco, Comfort, Sport and Individual. Here, Volkswagen has significantly enhanced and adapted its hybrid strategy. In Eco mode, the Passat is now kept in E-Mode even during strong acceleration; in this mode, the car drives practically like an electric vehicle. The TSI engine is switched on in Eco mode only at almost full load or if the battery level is low. In this mode, this now takes place without the gearbox shifting down a gear, ensuring that the TSI is integrated in a very comfortable and efficient way. However, if the driver switches to Comfort, Sport or the correspondingly configured Individual mode, they can also activate downshifts spontaneously by means of the accelerator pedal position and access the full power of the TSI. As described above, the electric drive motor is supplied with energy by a new 19.7 kWh battery (net energy content). At DC quick-charging stations, it can now be charged with up to 50 kW4. eTSI5, TSI and TDI – multi-faceted efficiency The range of drive systems is supplemented by a mild hybrid drive (1.5 eTSI5), turbocharged petrol engines (2.0 TSI) and turbocharged diesel engines (2.0 TDI). The entry-level version is a 48 V mild hybrid drive with an output of 110 kW (150 PS)5, which is new in the product line. The power spectrum of the TDI also starts at 110 kW (150 PS)6.

Globally differentiated portfolio Amarok South America Atlas North America Talagon ID.6 X China The vehicles are not sold in Germany. 11 new e-models by 2027 ID. BUZZ LWB ID.7 ID.7 Tourer Entry-level E-Volkswagen ID. 2all SUV VW/Xpeng I VW/Xpeng II A-Main SUVe ID.4 PAID. 2all Concept car, not for sale yet ID. GTI Concept Concept car, not for sale yet ID.7 Pro – Power consumption in kWh/100 km: combined 16.3-14.1; CO₂-emissions in g/km: combined 0. ID.7 Tourer Pro – Power consumption in kWh/100 km: combined 16.8-14.5; CO₂-emissions in g/km: combined 0. Information on consumption and CO₂ emissions, shown in ranges, depends on the selected vehicle equipment. Near-production vehicle ID.7 Tourer Pro – Power consumption in kWh/100 km: combined 16.8-14.5; CO₂-emissions in g/km: combined 0. Information on consumption and CO₂ emissions, shown in ranges, depends on the selected vehicle equipment. We are going to make the VW brand shine again! Brand Brand Products Customers Phase 1 Financial and entrepreneurial resilience Phase 2Phase 2 We are making Volkswagen fit for the future through our Performance Program Performance Program – the nine fields of action Cross-functional projects Reducing variants for less complexity Making processes and structures leaner and faster Lowering product costs (MQB and MEB) …9 NAR / SAM regions 2 Technical development 5 Vehicle production 6 Sales 8 Additional business fields 7 Quality 1 Administration 3 Material costs 4 Products 1 Full focus on operational execution Our priorities for the coming months: 2 Consistent implementation of our Performance Program INTERNAL 6+ Core Drivers The acceleration layer for the Brand Group Core Our new products Successful launch of all brands’ new products 2024 Commitment Track and achieve our higher financial and sales goals 2024 Performance programs Ramp-up of performance programs within the brands and identify and implement additional synergies

GOOD TO KNOW Premium-class standard: ergoActive premium seats with massage function and active climate control (optional) Long-distance electric driving: the combined WLTP range is up to 621 kilometres The ID.7 with ergoActive seats and panoramic sunroof with Smart Glass (both optional) https://www.volkswagen-newsroom.com/en/images/detail/80419 08ID.7 – 100 % Volkswagen Long range. In the ID.7, Volkswagen has implemented a host of technical solutions to reduce energy consumption and increase the range. Thanks to a combined WLTP consumption of just 16.3 to 14.1 kWh over 100 kilometres, the electric Volkswagen’s range is close to that of models with a petrol engine. The energy consumption and the high WLTP range of up to 621 kilometres2 has been achieved through a combination of various factors: The ID.7’s new drive system is particularly efficient and the latest battery cells are characterised by high energy density. Another factor is the aerodynamic body with a drag coefficient of just 0.23, which (depending on equipment) helps to reduce energy consumption. Silent performance and quick charging. With its almost silent drive and the lowest possible level of wind noise, the disturbance inside the ID.7 is at a standard only ever achieved by luxury saloons in the world of combustion engines. At the same time, the Volkswagen, which is electronically governed at a speed of 180 km/h, also delivers dynamic performance. The ID.7 can accelerate from 0 to 100 km/h in 6.5 seconds6. However, a particularly impressive feature is how spontaneously the 210 kW5 electric drive motor delivers the maximum system torque of 545 Nm to the powered rear axle. The ID.7 can also absorb new energy as quickly as it can accelerate: when charged at DC quick-charging stations under optimum conditions, enough power for up to 204 kilometres (according to WLTP) of driving flows into the battery in just 10 minutes with a charging capacity of up to 175 kW7.

Golf GTI2, Scirocco GTi, Polo GTI3, up! GTI4. Icons. Volkswagen is now catapulting GTI DNA into the age of electric mobility with the new ID. GTI Concept1. The world premiere of this electrifying concept vehicle will take place during this year’s IAA Mobility in Munich (5 to 9 September 2023) – exactly 48 years after the worldwide debut of the first Golf GTI at the IAA in Frankfurt. The ID. GTI Concept is based on the ID. 2all1 presented in March – a future electric compact car that costs around 25,000 euros and which has generated worldwide attention. Its front-wheel drive, clear design and powerful proportions make it the perfect starting point for a new GTI. Volkswagen Head of Design Andreas Mindt already also had the sporty derivative in mind when he produced the first sketches for the ID. 2all. And just like the ID. 2all, the ID. GTI Concept is more than just a show car – it is the first glimpse of the exciting GTI future because its series development has already been decided. Volkswagen is electrifying its sporty icon: world premiere of the first all-electric GTI at the IAA GTI Performance 4 Thomas Schäfer, CEO of the Volkswagen brand »The perfect combination of driving pleasure and every- day usability – that is what the three letters GTI have meant for decades« A homage to the GTI: the DNA of the ID. GTI Concept follows that of the Golf GTI I from 1976 1 ID. GTI Concept and ID. 2all: concept car. 2 Golf GTI, six-speed: fuel consumption combined, l/100 km: 7.1; CO₂ emissions combined in g/km: 161. Golf GTI, seven- speed DSG: fuel consumption combined, l/100 km: 7.0; CO₂ emissions combined in g/km: 160. 3 Polo GTI, seven-speed DSG: fuel consump- tion combined, l/100 km: 6.4; CO₂ emissi - ons combined in g/km: 146. 4 up! GTI, six-speed: fuel consumption combined, l/100 km: 5.5; CO₂ emissions combined in g/km: 125 – 124. https://www.volkswagen-newsroom.com/en/images/detail/79862 GTI Performance 5 up when it comes to power transmission to the front axle.