2010 Volkswagen Jetta TDI Cup Edition juggles fun and frugality

2010 Volkswagen Jetta TDI Cup Edition – Click above for high-res image gallery

Station attendant: "You sure you wanna put diesel in that?"

Me: "Yeah."

Attendant: "It doesn't look like a diesel."

Me: "That's kinda the point."



And so it goes. That wasn't the first time and it wouldn't be the last that we got quizzical looks when grabbing a plastic glove and topping up the 14.5-gallon tank on our Salsa Red 2010 Volkswagen Jetta TDI Cup Edition tester. After all, when you think diesel, a body-kitted sports sedan doesn't spring to mind. Particularly in the U.S., where (Cliche Alert!) old-school oilburners conjure the soot-covered nostalgia of smoke-belching Benzes, dirty shoes, smelly hands and searching for the appropriate pump at truck stops.

But in the 21st century – and throughout Europe for the last several decades – the modern diesel is a mainstay. Nearly half of all new cars sold across the pond swill ultra-low sulfur diesel, and after years of being hamstrung by California bureaucrats and the Feds, the high-mileage misers have finally returned to our shores.

But can a diesel really be sporty?

Volkswagen obviously thinks so, and after fielding "numerous inquiries" about offering a replica of its TDI Cup cars for the road, V-Dub has begun offering a kitted-out version of its diesel-powered Jetta to the fraction (of a fraction) of enthusiasts who want a more entertaining way to burn through a tank of ULSD.

So the Cup Edition certainly looks the part, but how's it get on? Let's find out
After years of slogging through the SEMA Show, we've become justifiably jaded when it comes to various models' body mods – and that doesn't even cover the cars (*badum-ting*). So when the TDI Cup concept debuted way back in 2008, it barely registered on our radar. In the annals of the Las Vegas Convention Center, the side skirts, rear valance and redesigned front bumper with its comically massive air dam weren't extreme enough to stand out. But off the show floor and on the pavement, it's a different story for this oil-powered sports sedan costing $31,113 as tested (a far cry from its $24,990 base price).

Although the front fascia packs more mesh than a New Orleans Gentlemen's Club, take solace in the fact that this is the same body kit fitted to the TDI competition cars. It's got racing lineage, even if it's a decidedly less glamorous pedigree than some alt-powered rocket from Audi or Peugeot, at least it's more direct.



The remainder of the model's modifications are pulled from the VW performance parts bin and include the sway bars and stiffened suspension from the last Jetta GLI. The red-painted calipers are also carryovers, and they grip larger brakes (12.28-inches up front and 11.26-inches in the rear), framed by 18-inch, 10-spoke "Charleston" wheels. The hoops are right off the show car, but unfortunately the Yokohama 225/40R18 ADVAN sport tires have been swapped in favor of "all-season high-performance" Pirelli P Zero Nero's sized 225/40R18. They're mud and snow rated, for whatever that's worth.

Make your way passed the tri-colored graphics spanning the doors and you're greeted by another badge on the sill to remind you that the TDI Cup is more than a tarted-up aftermarket Jetta. Despite the "Interlagos" cloth inserts, the seats shouldn't be confused with the GTI's supremely bolstered thrones. Complete with lumbar support, they're adequate enough for diesel detail, but be prepared for impromptu forearm exercises while hammering around on-ramps.



Thankfully, the leather-wrapped wheel is a nice thing to clutch, and comes standard with twelve (12!) steering wheel-mounted controls for the stereo and multi-function display between the tach and speedo. The buttons are more flush than you'd find in other applications, which should make mid-corner station changes and volume adjustments less of a hassle, but on more than one occasion we inadvertently skipped a track in our playlist.

If AM, FM, satellite radio or one of six CDs on order doesn't suit your tastes, VW offers three ways to port your digitized music into the touch-screen stereo. A small slot below the display accepts an SD card, while an auxiliary jack is mounted on the center console, aft of the cup holders and a "Media Device Interface for iPod® Integration" (read: $199 cable) is fitted inside the claustrophobic arm rest.



Our tester's nav-less touch-screen was easy to operate after a few days of exploration, and we've yet to crack the owner's manual in frustration. However, one thing to note about using an iPod along with a smartphone: You can't toggle between the two. If you want to use the 1/8-inch jack to stream tunes from your phone, you'll have to physically disconnect the iPod from its cable as there's no way to select an individual auxiliary source.

But enough of this prattling on about functionality and ergonomics. This is, after all, a Jetta. And we've got one question to answer and two of our favorite California test roads await.



The drive to our first paved playground involved a run across a few freeways, and here the TDI's Teutonic flavor shown through. Despite its stiffened suspension, the Jetta was equally at ease during high-speed passes and battle-scarred, right lane drudgery. The 140 horsepower offered up by the 2.0-liter turbodiesel won't set the world (or tires) on fire, but the 236 pound-feet of torque makes simple work of the six-speed DSG's ratios, catapulting you to freeway speeds with an assured quickness. Each successive gear is dispatched with the slightest (and we really mean slightest) pause, further proof that while ye ol' torque converter is alive and well in the new century, the dual-clutch gearbox continues to be a modern masterpiece (talk to Ferrari and McLaren if you're in doubt).

As you'd expect, the engine note isn't a sexy serenade – the idle is decidedly diesel and there's a mild racket at 75 mph (around 2,500 rpm), which is lessened/consumed by wind noise by the time you reach 80. However, the steering is sublime. The weighting is near perfect, corrections are rare and the feel is wonderfully direct, if not supremely communicative.



By the time we hit the off-ramp to tackle the first mountain pass, we were impressed. The power delivery is smooth, the gearbox's shifts even smoother. And then things started to get twisty.

Flogging a diesel in a performance setting is an odd one. As you'd expect with most any engine that's got a turbo dangling off the exhaust manifold, there's a fair amount of lag before peak torque arrives at 1,750 rpm. But when you're piloting a petrol-powered turbo, you muscle through the lag and are rewarded by a heaping helping of boost until redline (or near it). With the diesel, the powerband is so shallow and you've only got so many revs to work with before the transmission shifts at 4,500 rpm – 500 rpm revs below redline – that finding tractable power through low-speed bends is damn near impossible. And to exacerbate the situation, no matter what setting we put the gearbox in – Drive, Sport or Manual – the shifts always came 500 rpm shy of redline. With peak horsepower arriving at 4,000 rpm, that severely limits your options.



To make matters worse, most of our test road would normally be taken in second gear with an occasional upshift, but the gearbox boffins insisted on third, and combined with the tranny-imposed redline, we were out of the meaty powerband when the time came to get back on the throttle. It was remarkably reminiscent of the traction control issues we experienced in the Hyundai Genesis Coupe during our comparison test (throttle, wait, wait, wait, power!) and equally as frustrating, TC engaged or not.

So how do you have fun? Charge into a corner carrying a touch too much speed, brake with your left foot and try to keep the revs dialed in with your right. But then, despite loading up the front tires, the all-season rubber gives up the ghost and brake fade – something that was largely kept in check during our first run – came on (predictably) quicker. Entertaining? No. Rewarding? A bit. Frustrating? More than we can describe.



However – and this is important – high-speed blasts are a completely different beast. Keep things in third or fourth and you simply fly. The chassis, reworked suspension and, in particular, the larger rear anti-roll bar, all work in concert to deliver a surprisingly sporty experience, soaking up bumps with aplomb and doing a remarkable job of communicating what's going on at all four-corners. The brakes, while a bit mushy on first application, firm up further down the travel and fade comes on much later thanks to longer bouts between applications. Understeer rears its head earlier than we'd like, but the aforementioned mid-bend dab of the brake quells it to a point. The TDI Cup still needs stickier gumballs to live up to its nameplate, and a beefed-up set of brake pads would be a requirement for track time.

So can "diesel" and "sport" co-exist? In this case, it depends on the setting. In certain situations, we would've preferred the control afforded by a manual gearbox, and thankfully, VW obliges with a standard row-your-own six-speed as an option, though we suspect the dual-clutch is just what the doctor ordered for everyday commuting. Upgrade the tires and fit some high-performance pads, and you've got an entertaining daily driver that can play nice on the track. And just as importantly (if not more so), on the way there you'll be hitting 30 mpg in the city and 42 mpg on the highway. During our time we were averaging around 37 mpg – easily unmatched by anything this side of a hybrid – and we had assuredly more fun in the process. Given the right stretch of road and a proper set of performance tires, the Jetta TDI Cup Edition has real potential. And we've got a sneaking suspicion that an on-track rendezvous is in our very near future. Stay tuned...
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

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