2009 Volkswagen CC Sport is a mid-size segment buster

 

2009 Volkswagen CC Sport – Click above for high-res image gallery

We still cringe upon hearing marketing types utter the phrase "four-door coupe." It's inherently a lie, a scam. Who are they trying to fool? It's not a four-door coupe, it's a sedan with a sloping roof – generally one that's missing a middle rear-seat. And there's nothing wrong with that. But, just like automakers the world 'round bend over backwards corrupting the language to avoid calling a

station wagon anything but a station wagon (Sportback, Avant, Sportcombi, etc.), the oxymoronic four-door coupe appears to be here to stay. Where's George Carlin when you need him? With that rant out of the way, the 2009 Volkswagen CC is the best four-door coupe we've ever driven – at least this side of a Mercedes-Benz CLS63 AMG, which is three times the price.
Good looking isn't even the right word for VW's rebodied Passat. Handsome, exquisite, sharp, revolutionary and awesome all spring to mind. But, let's just settle on two: segment busting. Not only that, but the CC renders the current Passat about as desirable as a late-model Ford Five Hundred. Which is to say, not at all. In fact, with the exception of third rear-seat, we can't think of a single reason to choose a Passat over the CC. Not one.



Price? You want to argue price? Okay – the Passat starts at $28,300. The CC? $27,100. And the CC gets better gas mileage, too. So your total costs ought to be less. How's that possible? Probably because of improved aerodynamics, as the Passat is only 44 pounds heavier than the CC we tested. Of course, both cars have identical wheelbases and widths, though the CC is half an inch longer. Our tester had but one $375 option (Sirius) and a $750 destination charge, bringing the total to $28,225 – $75 less than a Passat. To summarize, buy the CC.

The interior's better, too. In fact, this is one of our favorite cabins currently on the market. It has the 'no compromise' character found in Piech-mandated VWs like the Phaeton and O.G. Touareg, though the absolute quality of the materials has been taken down a shelf or two. Still, imagine the haptic quality of an Audi without all the fussy, cluttered and oddly placed buttons. That's how VeeDub laid out the CC's controls. Props are given for the two-tone dash layout (in this case black and tan), which is a wonderful change of pace from the usual Germanic black-as-my-soul theme. Special praise is reserved for the two-tone, pleated leather seats – all four of them. The quad thrones conspire with the overall roominess to make the cabin an excellent place to spend some time. Yes, if you're tall you'll want to sit up front as the sloping roof cuts into your headroom, though we placed a six-foot, four-inch guy back there and he only complained once.



And we haven't even gotten to the best part – the manual transmission! We know sticks are on the way out. We know soon every (new) car on earth will sport a dual-clutch, flappy-paddle autobox and that Volkswagen's own DSG is leading the robotic charge. But for many of us, it's like playing drums without a high hat – what's your left foot supposed to do? We argue that in terms of sheer driving pleasure, four limbs involved is better than three. And we found the CC Sport to be a delight to drive. Surprisingly so. We even liked the ride, which is a great balance between well-damped performance-oriented stiffness and pile-on-the-miles plush.

Combine the six-speed to Volkswagen's tried and true 2.0-liter VVT direct injected turbo with its 200 horsepower and 207 lb-ft of torque and you not only get a bit of sportiness but plenty of real world usability. Getting on the freeway is a snap, getting up to freeway cruising speeds is even easier and according to the CC's computer, 80 mph nets you 31 miles per gallon. That's admirable for such a large machine.



True, more powerful CCs exist. You can opt for the 280 hp 3.6-liter FSI VR6, or even the 4Motion (VW-speak for all-wheel drive) VR6, but during our week with the four-banger model, we never once thought that we needed more power. Not only that, but a heavier engine would upset the excellent balance inherent to the CC Sport, netting you a little more straight line thrust at the expensive of the base car's fine handling and a bit of fuel efficiency. Unless you live in a place where AWD is a must (Colorado, Vermont, Kabul), the front-driver CC just makes more sense.

Things we don't like? Yes, a couple. Volkswagen has chosen to follow Audi's lead and banish the manual handbrake in place of an electronic parking brake. Like the ever encroaching DSG, this very well may be the shape of things to come, but we don't like it. First of all, what's wrong with a handbrake? Second, the button to turn off the parking brake is on the extreme left side of the dashboard, where you'd find the ignition in a Porsche – nowhere near the stick. Unlike Audi's method, which is in fact a little toggle switch you can pull up, the button on the CC is exactly that – just a button. It feels very artificial.



Additionally, the CC has a hill holder feature that engages whenever the nose is pointed up or down a degree or two. This means at the slightest incline, the parking brake is engaged and unless you account for it, you will stall the car during a normal take off. Yes, you can deactivate the hill holder, but you have to do it every time you fire up the engine. Which means you'll forget and stall the car. That's annoying. And standard.

All-in-all, however, we'd hardly change a thing. Especially when you consider the CC's non-Passat competition, like the Honda Accord, Toyota Camry, Ford Fusion, Hyundai Sonata, Mazda6, Nissan Altima and Chevrolet Malibu. In fact, out of all those sedans, the only one this author feels competes with the CC in the looks department is the new super-sized Accord (and we know that's a love-it-or-leave-it design). A few of them are as, or nearly as, sporty (again, the Accord, the Fusion and the Mazda6) but in terms of all around desirability when looks, interior comfort, performance, handling and price are taken into account, yours truly will take the CC Sport, thanks much. Nothing else in its segment really competes.
source by autoblog

2010 Volkswagen Golf TDI delivers potent one-two punch of efficiency and entertainment

2010 Volkswagen Golf TDI – click above for high-res image gallery

It's time for American consumers to stop being scared of small diesel cars. Currently, we can't think of a single automaker that isn't shelling out bags of money to research and develop new hybrid powertrains – cars that are efficient first and fun-to-drive second (or third, or fourth). Diesel vehicles, on the other hand, offer a different sort of solution. Gobs of torque delivered at low revs and impressive fuel economy work together without sacrificing too much in the way of driving pleasure. Besides, does anyone really want to live in "One Nation Under Prius?"



Volkswagen introduced us to its new Jetta TDI a little over a year ago, proving that clean diesel technology offers a way forward for anyone who gives a hoot about driver involvement. Now, the automaker has fitted its well-received 2.0-liter diesel engine in the all-new sixth-generation Golf. Can this hatch prove to America that it's possible to fuse efficiency and enthusiasm together in a high-quality package? Can you really have your cake and eat it, too? Hit the jump to find out.
Visually, the 2010 Golf is simple yet stylish. Gone is the chrome-heavy nose of the last-generation car, and while the overall shape hasn't changed a whole lot, it's important to note that the MkVI Golf doesn't share a single piece of bodywork with the MkV Rabbit (yes, we're glad the name has been changed back, too). What Volkswagen has done is something that's really underappreciated – make a car that's visually appealing while not being over the top. These days, it seems that some automakers put too much effort into creating bold design for little more than shock value, and it's refreshing to see that Volkswagen stands by its core goal of attractive simplicity.

TDI models come standard with a more robust kit of appearance extras, including foglamps and ten-spoke wheels wrapped in 225/45 17-inch Continental ContiProContact tires. The larger alloys are very sharp, and having the wheel wells pushed out to all four corners lends the hatch a more aggressive stance. What's more, the MkVI Golf is one inch wider than the outgoing Rabbit, but 0.4 inches shorter in length, and while these minor dimension adjustments aren't immediately noticeable when walking up to it, they indeed improve the platform's overall dynamics once you're plowing down the road. But we're getting ahead of ourselves.




To reiterate on a phrase we used earlier, a theme of attractive simplicity is indeed carried over into the VW's interior styling, with an added dollop of refinement, to boot. If there's one thing we'll never complain about regarding Volkswagen products, it's the high quality feel that's put into every interior across the automaker's lineup. Every touchable surface in the Golf's cabin feels class-above great, and if you take time to really study every part of the cockpit, Volkswagen's attention to detail is easily recognized. Even the most untouched bits of plastic have been carefully fitted and fastened to create a cabin that feels really, really solid.

The TDI is the most expensive model to carry the Golf moniker, but with it comes a host of standard equipment only available as options on lesser trim levels. Steering wheel-mounted audio controls, a touchscreen audio interface with six-disc CD changer, multimedia device interface, Bluetooth connectivity and Sirius satellite radio round off some of the infotainment staples, and things like carpeted floor mats, leather-wrapped shift knob and handbrake, and rear HVAC vents add to the already sizable raft of interior refinements. In keeping with the aura of simplicity surrounding the Golf, all of the cabin switchgear is easy to locate, with dials and buttons falling right to hand. Our test car was equipped with VW's newer optional navigation system, which is incredibly simple and intuitive to use. We like the integration of the auxiliary media input into the interface, and while the graphics and controls aren't as high-tech as what you might find in Ford's much-loved SYNC system, they're better than the systems found in competitors like the Honda Civic or Nissan Sentra (though, to be fair, those vehicles retail at substantially lower price points similarly equipped), as well as newer competitors like the Mazda3.




Overall levels of comfort are quite good, and we're big fans of the highly supportive seats that Volkswagen has fitted in the Golf. Bolstering for both the seat backs and bottom cushions are excellent, and if you find yourself doing any spirited driving (which you should – trust us), your body won't slide around at all. What's more, the vast levels of support also provide generous levels of comfort. We never felt fatigued or sore after long stints of driving. Rear seat passengers are forced to deal with a flat, though relatively comfortable bench, but if you're going to be a passenger in a Golf, call shotgun. Seriously.

The shining star of the Golf TDI, however, is its engine. Volkswagen introduced its 2.0-liter turbodiesel four-cylinder mill to the U.S. in late 2008 with the launch of the Jetta TDI, and we've always been quite fond of this powerplant. Offering 140 horsepower and 236 pound-feet of torque, the diesel hatch has more than enough power for any sort of driving scenario, while still providing excellent efficiency. Volkswagen claims 30 miles per gallon in the city and 42 on the highway for our DSG-equipped test car, and without even trying to drive efficiently, we easily pulled off 37 mpg during our week-long test. This is clearly the most attractive part of the TDI package to consumers, but for enthusiasts, there's another hidden treat. Superb fuel economy is one thing, but being able to achieve it under spirited driving is another thing, and when we find ourselves discussing the Golf TDI with friends and colleagues, the first thing we talk about is how good to drive the little hatch is, not what sort of mileage numbers we achieved.



Off the line, all 236 pound-feet are fully delivered between 1,750 and 2,500 rpm, and there's really never a need to rev higher in any gear. The 140 available horses come on fully at 4,000 rpm, but we're quite fond of diesel power delivery and were happy to leave the tachometer needle sitting below 3,000 in all six gears. Volkswagen claims that runs to 60 miles per hour can happen in 8.6 seconds, and while that figure certainly won't blow you away, keep in mind – this car was built for efficiency, not speed. The six-speed dual-clutch gearbox is a good fit for the 2.0-liter TDI mill, though the addition of steering wheel-mounted paddle shifters is a little nonsensical with all that torque. With the shifter left in 'D,' the transmission keeps the revs right where you want them, and we never felt the urge to move through the gears ourselves. Plenty of power is available down low for passing situations, and we love being able to leave the transmission in sixth gear when overtaking slow-moving trucks on the highway.

As we've come to expect from German-bred cars, the TDI's handling dynamics are up to par for the segment – if not over. Interestingly, diesel models benefit from sportier suspension geometry over normal gas Golfs, making it a real champ for enthusiastic jaunts down our local back roads. The Golf's suspension is nicely composed through the bends, with little body roll to speak of – even during aggressive handling maneuvers. What's more, the sportier suspension setup was never a hassle on the cracked, pothole-ridden streets of metropolitan Detroit – the ride is disciplined and well-snubbed, but not harsh. It's a real winner, and when matched with the power delivery characteristics of the TDI mill, we find the Golf to be exceptionally poised for all types of driving, both calm and spirited. No, it's not going to run toe-to-toe with big brother GTI, but it's surprisingly good when pushed.



Overall steering feedback is quite good, though we take slight issue with the rather dead on-center feeling. Still, a lack of torque steer and quick response by the driven wheels inspire confidence. The brakes themselves work perfectly well, but there's quite a bit of travel in the actual pedal and a general feeling of mushiness when stopping. That gripe aside, we're very impressed with the Golf TDI's dynamics. It isn't a performance car, but if you're listening, it's game for being driven like one.

So while the Golf TDI may earn a gold star in our road test, we're still a little weary of Volkswagen's overall reliability and propensity for electronic glitches, though the automaker has stated on many occasions that it is working hard to resolve these issues. Then there's the issue of price. Golf TDI models start at a relatively modest $22,354, but adding on features like the navigation package, sunroof and fancy gearbox will easily add thousands to that price. It's a great car, this TDI, but we can't help raising our eyebrows at the $28,260 as-tested figure of our four-door test car. Still, tread lightly on the options list, maybe stick with the a-okay six-speed manual transmission, and you've got a tidy little package for a reasonable amount of coin – especially in view of how much you'll save on fuel.



We think people who look beyond the Golf TDI's price tag will be extremely impressed. It's worlds better to drive than your run-of-the-mill Prius or Civic Hybrid, and there isn't too much of a fuel economy sacrifice in the long run. Plus, the car's robust interior packaging and high levels of refinement make it feel much more upscale than its price tag would suggest. We'd gladly drive one every day of the week.
source by autoblog

2010 Volkswagen GTI - It's got its mojo workin' again

2010 Volkswagen GTI – click above for high-res image gallery

In 1983, Run-DMC was fresh (which meant dope), Volvo 760 Turbos weighed 3,300 pounds and the 2,200-pound Volkswagen GTI made its U.S. debut. In 2010, the Rabbit-turned-Golf entered its sixth generation and attempted to draw a clear line to the first-generation car. The historical link has been made especially clear in the 2010 Volkswagen GTI, though it's gone through the typical changes you face when you hit your 30s. The GTI is now 1,000 pounds porkier, but it's still as slick as a greased pig when it comes to handling.



Inside, there's plaid seat upholstery and higher-quality materials. Just like it was back in '83, the underhood motivation is only available from a four-cylinder, a change from recent generations that could be stuffed with Volkswagen's VR6. At a glance, the 2010 model promises to be more visceral than its direct predecessors, but does it come anywhere near the primal magic of the original, or is it just playing dress-up? Click through to the jump to find out.

By the time the GTI came Stateside, with its square headlamps and NHTSA-approved bumpers, the sharply-creased hatchback was no longer in the business of breaking any new stylistic ground. That much holds true for the 2010 Volkswagen GTI as well. It's handsome and smoothly styled with the instantly-recognizable profile of a Volkswagen two-box. In truth, this latest generation of GTI doesn't appear hugely different than its predecessor. The front and rear light clusters are revised, with less startled-looking headlamps and more horizontal taillights. The front fascia and grille are also redone on a more horizontal theme and red stripes at the top and bottom of the new grille are a touch deftly lifted from 1983. While evolutionary, changes wrought between MkV and MkVI are successful in smoothing and modernizing the GTI.


Inside, it's more of the same updated-retro theme. The standard seats fitted to our tester arrived finished in Interlagos Plaid upholstery. Tartan fabric still carries echoes of the 1970s and is as polarizing as the Bacon Explosion. Some love it, but if you don't, VW offers upgraded sport seats with partial leather upholstery as part of the $2,185 Autobahn package, which also adds a power sunroof.
Very few people will complain about front seat space in the GTI, though anyone who has to climb into the back might gripe about the hike. In two-door form, that means climbing in and over the sill, so carpoolers or family users would do best to choose the five-door version, although it costs around $600 more. Once gluteals are planted on the cushion in the second row, passengers will find it relatively comfy back there, but claustrophobes will definitely want the extra doors. The 15.3 cubic feet of cargo space is useful and accessible thanks to the GTI's classic hatch profile; this a well-rounded little hellraiser that can haul both people and cargo at ascot-flipping speeds.


Build quality both inside and out is typical Volkswagen – meticulous. The materials inside feel like what you'd find in a car costing $40,000 versus the $24,414 entry fee on our test car. The design is clean and uncluttered, with a center stack that puts an emphasis on symmetry. There are twin HVAC outlets at the top, with the touchscreen for the audio system just below. The switchgear feels high-quality and without slop, and the chunky, flat-bottomed steering wheel is wrapped in leather, carries redundant controls and feels purposeful underhand. Simple, clear analog gauges keep drivers informed at a glance.
The center stack's ergonomics are first rate: there are three simple knobs for the HVAC, and the control relationships are just right. Even if you don't opt for the navigation system and its attendant Dynaudio-sourced stereo upgrade, there's still a big 'ol touchscreen for the audio controls. For our money, the standard system sounds darn good already, and nav might be anathema to the GTI's mission, anyway, especially as it drives nicely enough that you won't mind getting lost. Since it starts as an Everyman errand-runner, the GTI doesn't earn many demerits in terms of visibility, or even cupholders and cubbyholes. Despite being easily goaded into rowdiness, the GTI knows how to hold your large coffee during the morning commute, too. For a starting point under $25,000, the GTI is comprehensively equipped and materials and fit-and-finish are significantly better than vehicles like the MazdaSpeed3 and Subaru WRX.


Niceties aside, how's it go? That is, after all, the point of a GTI. Though this VW kicks it with 200 horsepower and 207 pound-feet of torque sent through the front wheels from its 2.0-liter turbocharged engine, it's not a torque-steering monster. Available power is well down vis-à-vis the frothier 'Speed3 and WRX, though the resultant 6.8 seconds it takes to get to 60 mph isn't exactly leisurely. Taken as a whole, the GTI outclasses most comers: It's plenty quick, and with the new XDS differential that gets subtle brake application into the action, you can get yourself out of corners with more speed and less understeer.
The standard GTI without the optional adaptive suspension is tossable and supple, feeling like Volkswagen sent this car off to a weekend handling seminar at BMW. Since we didn't have the opportunity to sample the different modes of the upgraded package, we can't comment on any improvement that setup brings, but the standard car is plenty satisfying to wring out. Planting your right foot brings a snarl and a tug from the engine bay, and the chunky wheel rim lets you in on what the tires have to say.


While the modern way to play racecar driver is to get the dual-clutch DSG and its attendant wheel-mounted shift paddles, the standard six-speed manual gearbox is no downgrade. Action is solid and slick, and pedals allow heel/toe shifting without double-jointed ankles. Despite being a relatively small powerplant with a turbocharger, lag isn't so much an issue with peak torque available from 1,800 rpm. The way the GTI launches with aplomb, only mildly afflicted with wheelspin, may be due to some initial softness until the turbo comes up to full wail, but that works to your advantage.
Of course, nobody would turn down a GTI with thirty or forty more horsepower, and given the chassis' good manners in town and poise on curvy roads and highway strafing runs, the platform is certainly up to the job. All-out horsepower or even superior track numbers aren't everything, though, as driving the GTI shows time and time again. It's a polished package that may sprint a little less fleetly than its peers, but the VW's popularity with aftermarket tuners should quickly remedy any output deficiency for less than the price of those leather seats, anyway.


A stomp of the middle pedal brings easily modulated rapid deceleration. This car's reflexes are the stuff of hot-hatch daydreams, and while 3,000 pounds isn't featherweight anymore, neither is it as portly as most mainstream cars. The GTI feels nimble because of this, and while older VR6-equipped GTIs may have been more rapid, the six-cylinder certainly exacted a weight and handling penalty. The other demerit to the bigger engine was thirst, and the 2010 GTI provides relatively cheap thrills with fuel economy of 21 mpg city, 31 mpg highway. We're happy to see that the old first-generation frisky/frugal dichotomy has once again found its mojo.
Since its inception, the Volkswagen GTI has never been the least expensive car in its class. The iconic first-generation has proven to be a tough act to follow, though, and enthusiasts have rightfully worried that with each successive generation, Volkswagen was losing its way a little more. The 2010 GTI restores our faith that the GTI can still do the things that made the original one of the all-time enthusiast greats.



The competence and sheen of careful assembly might prod you into an excitedly Ron Popiel-esque "Now how much would you pay?" The answer to that boomingly voiced question would be a surprisingly reasonable twenty-five large. Just like the Jetta TDI is five grand cheaper than you'd think, the 2010 Volkswagen GTI strikes us as a bargain for the refinement and performance it offers.

source by autoblog

2009 Volkswagen Jetta TDI

2009 Volkswagen Jetta TDI – Click above for high-res image gallery

The car as we know it is being redefined. Hybrids have reintroduced electrons to the driving experience, and the rumble, shake and shimmy of the internal combustion engine is being muffled and, in some cases, even silenced by cars like the Toyota Prius, 2011 Chevy Volt and Tesla Roadster.



For us to continue harnessing the energy of combustion under our hoods, we need to go much further on a gallon of fuel. Enter Volkswagen and the diesel-powered passenger cars it's been selling in the U.S. since the late '70s, the latest of which is the 2009 Jetta TDI. Follow the jump to find out how VW's newest diesel fares against the electrified future of the automobile.
Most U.S. customers have largely ignored VW diesels. Early examples had their quirks, including an engine rattle that sounded like a Peterbilt and the propensity to puff out black smoke like a coal miner. Still, they could go twice as far on a tank of diesel compared to gas-powered cars and their engines lasted for hundreds of thousands of miles. A cult following has kept them going and many have been converted to run on vegetable oil and other bio-fuel blends.



It will be years before we know if the new 2.0-liter four-cylinder turbocharged diesel engine powering the Jetta TDI is as bulletproof as its predecessors, but we can tell you that its fuel efficiency is as impressive as ever. The EPA has rated the car at 30 miles-per-gallon in the city and 41 mpg on the highway. VW felt the EPA test cycle wasn't accurate and hired an independent company called AMCI to run more real world tests that yielded even better results: 38 mpg city/ 44 mpg highway.

We had the opportunity to take our TDI tester, which was *ahem* obviously provided by BOSCH, on a trip from Cleveland to Pittsburgh. We were specifically curious to find out if achieving similar highway fuel economy numbers as the EPA and AMCI required a hypermiler's touch, or if our lead-infused feet could manage equally respectable numbers. Long story short: Our best average fuel economy was 46.1 mpg on the highway.



The current fuel economy champ in the U.S. is the Toyota Prius, which the EPA rates at 48 mpg city/45 mpg highway. What makes the Jetta TDI so impressive is that it doesn't require a complex hybrid drivetrain to achieve similar results. The straightforward design of Rudolph Diesel's engine and an interstate, highway or autobahn is all that's required. In fact, the Jetta TDI doesn't even require a cross-country trip to show its stuff. Hop on the highway and within minutes the trip information display will report an average of 40+ mpg. Though high-speed cruising is when this powertrain is most efficient, we also achieved results in the mid to high 30-mpg range while running errands around town.



We didn't resort to drafting semis or cruising at insufferably slow speeds, either. Our average cruising speed was around 65 mph, and the only trick we pulled was shifting into Neutral down steep grades to keep some of the momentum that engine friction would have sapped away. The simple average mpg readout in the trip computer display was all it took to get us hooked on trying to improve our efficiency.

Most Americans have never driven a diesel-powered vehicle, let alone compared one with a gas-powered competitor. We have and can tell you that the experience of driving a diesel is markedly different. Aside from being less fuel efficient, gas-powered four-cylinder engines have to work much harder to keep you cruising. They're often described as loud and "buzzy" because highway speeds require most to turn over at a rate of 3,000 rpm or more.



Volkswagen's new 2.0-liter turbodiesel, which was named one of Ward's Auto's Top 10 Engines of 2009, runs at just 1,800 rpm while cruising between 65 and 70 mph, so the Jetta TDI feels and sounds more like a car powered by a large, unencumbered V6. It's relaxed and anything but buzzy, accomplishing all of its work below a 4,500 rpm redline that ensures things never get hectic underhood. Also gone is the knock, clatter and clang characteristic of past diesels. The Jetta TDI is as quiet as a luxury car on the highway, and though the diesel can be heard while idling, the entire car is eerily vibration free while sitting at a stop light.

The '09 model is also significantly quicker than VW diesels of the past, taking a tick above eight seconds to reach 60 mph, but even that metric doesn't tell the whole story. Though rated at only 140 horsepower, the engine's 236 lb-ft of torque means there's power aplenty. While off-the-line acceleration won't scare any sports cars, the Jetta TDI exhibits an effortless thrust when the right pedal is pushed. Whiplash inducing it's not, but the wave of power this little engine produces while underway is remarkable for its size.



Diesel engines have always been known their stump-pulling power, but they also have a reputation for being dirtier than gas engines. This became an issue a few years ago when California and the Environmental Protection Agency enacted their corresponding LEV II and Tier 2 Bin 5 emissions standards that erased the distinction between diesel- and gas-powered engines.

The modern diesel engine required major work to meet these new standards and gain access to markets in all 50 states, and most companies resorted to injecting a urea-based solution ahead of the catalytic converter that specifically targets the most harmful particulates like Nitrogen oxides (NOx). This solution, so to speak, was less than ideal because of the extra effort required to refill the solution at regular intervals. Volkswagen, in partnership with BOSCH, has developed a diesel engine for the Jetta TDI that's clean enough for sale in all 50 states without the use of a urea-based exhaust treatment system.

The trick is the use of a particulate filter in the exhaust system that requires zero maintenance from the driver. When the filter becomes full of harmful particulates, the engine's ECU will adjust the air/fuel ratio to raise exhaust temperatures high enough to burn them off. This process occurs every 300-500 miles and is all but transparent to the driver. Since raising exhaust temperatures requires a richer air/fuel ratio Fuel economy suffers slightly during this process, which we experienced on our way to Pittsburgh when we noticed a sudden but temporary 1.5-2 mpg drop in fuel economy.



The Jetta TDI isn't all about saving us from buying a few extra barrels of foreign oil. It also happens to be a dynamic small car with above average moves. The independent suspension with 16-inch alloys at all four corners exhibits typical German tightness with a solid ride that's not easily shaken. The standard, gas-powered Jetta has always been ahead of the economy car curve in this regard, and the TDI version is that much more so compared to cars like the Prius with its myopic focus on fuel efficiency at the expense of driving pleasure.

Another thing you're not going to get with a hybrid is transmission choices since most use a highly efficient CVT, or continuously variable transmission. Volkswagen offers two transmissions for the Jetta TDI: a good, old six-speed manual and six-speed DSG dual-clutch transmission with manual and Sport modes. Operating the row-your-own version is an above average experience for a small car, but the DSG is where you want to put your money. The latter will act like an everyday automatic if left to its own devices, but slip the stick over a notch and you're in control of precise shifts that occur quicker than you could make them yourself. VW deserves a double ding, however, for the lack of steering wheel-mounted paddle shifters and arranging the DSG's manual control as forward for up-shifts and backward for down-shifts.



There's still more decisions to make if you're considering the Jetta TDI, as VW also offers a SportWagen model in addition to the sedan. The four-door offers a 16-cubic-foot trunk, but the wagon goes above and beyond with 33 cu ft behind the rear seats and 67 when they're folded. While you may pay a small mpg penalty for the extra weight, the SportWagen TDI offers an unrivaled combination of utility and fuel efficiency in the marketplace. The EPA, however, reports the same results for SportWagen TDI as the Jetta TDI sedan: 30 mpg city/41 mpg highway.



For most, the decision to buy an exceptionally fuel efficient car like the Jetta TDI has less to do with making Mother Earth your BFF than saving money on fuel costs. The irony is that breaking the 40-mpg barrier adds a significant price premium to the up front cost of a car. In the case of the Jetta, the TDI version carries an MSRP of $22,270 versus the comparably equipped, gas-powered SE model that starts at $20,095. You may have noticed, however, that the Jetta TDI also qualifies for a $1,300 tax credit that more than halves the up front price premium, though that will only apply for the first 60,000 units VW sells.

Then there's the cost of diesel fuel to consider. When we topped of our tank, the price of diesel at our local station was $3.70/gallon versus $2.60/gallon for regular unleaded. Prices for both fuels have fallen since then, but the national average for diesel is still higher at $2.24/gallon versus $1.89/gallon. You will, however, go much farther on a tank full of diesel. Using EPA numbers, a Jetta TDI with 14.5 gallons of diesel could conservatively travel 595 miles on the highway before hitting empty, whereas our real world experience of over 46.1 mpg equates to 668 miles. A manual-equipped Jetta SE using a gas-powered 2.5-liter five-cylinder engine with 14.5 gallons of regular unleaded would stop on the highway after 450 miles.

The Jetta TDI has won us over because it offers what no hybrid on the market does: flexibility. Not only does it come in sedan or wagon form with your choice of transmission, but its mere existence represents an alternative for car shoppers who want fuel efficiency, but not at the expense of enjoying the car they drive.

Volkswagen will add to this equation by offering a TDI version of its Rabbit hatchback this fall using the same 2.0-liter TDI engine, and may also sell a street version of the Jetta TDI race cars that compete in the Jetta TDI Cup. There's also the Touareg V6 TDI on sale now and the Aud A3 TDI arriving later this year for those who need more utility or want extra luxury.

The 2009 Volkswagen Jetta TDI is a push back against our future of electrified motoring, and VW/Audi will soon be offering more diesel-powered models in the U.S. than ever before. A world that has silenced the sound of pistons pumping is not preordained, and the Jetta TDI proves that there is a way to meet stricter fuel economy standards without sapping the fun of driving from point A to point B with as many turns in between as possible.
source by autoblog