August 12th, 2010 at 08:21am
Under Menufacturer+ Sedan+ Styles+ Volkswagen
During the press launch of the outgoing Jetta back in 2005, Volkswagen touted that car as a less expensive alternative to an Acura TSX or Volvo S40. Volkswagen pointed to its growth in size, high-quality interior, new rear suspension, and refined demeanor as evidence that the Jetta had moved out of the Honda Civic and Toyota Corolla class. Now take that script and reverse it. In introducing this car, the all-new 2011 Jetta, Volkswagen made it clear that the targets are once again the strong-selling Civic and Corolla. To entice folks considering those cars to also look at the Jetta, VW has lowered the model’s price, introduced a 115-hp base version, reduced the complexity of the options and trim levels, and grown it even further.
But there’s no such thing as a free lunch, and that means the 2011 Jetta has had to make some concessions. One very obvious compromise can be seen its dashboard material. Whereas the previous car had soft-touch, nicely grained plastics that were comparable to those of the Mercedes-Benz E-class, the new model has hard plastic that wouldn’t look too out of place in a Chrysler Sebring. The design itself is straightforward and handsome, but the hard plastic shines as if slathered with Armor All. Less obvious cost cutting includes the loss of adjustability for the center armrest, a lack of lumbar adjustment in most models, no more power-reclining seatbacks, and a simpler stability-control program that can no longer be shut off or even reduced. All models besides the top-spec GLI return to a torsion-beam solid rear axle, and the bottom two trim levels (S and SE) have rear drum brakes instead of discs. The news gets worse. Electric power steering is replaced by hydraulic power steering on non-GLI models, the hood no longer is held open by gas struts, and the compact gas-strut four-bar linkage that held open the previous Jetta’s trunk has been replaced by goose-neck-style hinges that intrude into the trunk compartment. Volkswagen clearly thinks the typical Civic or Corolla buyer won’t miss—or even notice—the lack of these items.
Hey, Look At the Pretty, Shiny Metal!
Volkswagen would, however, like shoppers to notice the Jetta’s new sheetmetal, which, ironically, is far less Corolla-esque than that of the previous generation. Slightly longer than before (by 2.9 inches), the new look signals that the Jetta is no longer just a Golf with a trunk. It’s far more polished and cohesive than the previous generation, especially when outfitted with the up-spec 17-inch wheels. There’s an expensive, almost Audi-like look to the Jetta, and that should sit well with VW loyalists and converts alike (well, so long as they stay outside).
Base Price Is Nice
But it’s the price that will really appeal to buyers cross-shopping the Corolla, the Civic, and the Jetta. At the bottom of the lineup is the Jetta S. Powered by an eight-valve 115-hp, 2.0-liter SOHC four-cylinder (yes, the same engine that powered the third-generation 1993 Jetta), the S starts at $16,755 and comes with a five-speed manual, air conditioning, power windows and mirrors, anti-lock brakes, cloth upholstery, stability control, remote keyless entry, 15-inch steel wheels, a 60/40 split-folding rear seat, free maintenance for three years or 36,000 miles, and an AM/FM/CD stereo with an auxiliary input. Volkswagen claims 0-to-60-mph acceleration times of 9.8 seconds for the five-speed manual and 11.0 seconds for the optional ($1100) six-speed automatic transmission. Fuel-economy estimates for the S engine are 24 mpg city and 34 mpg highway for the manual version and 23/32 for the automatic. VW didn’t have a base car available at the press launch, and we took that to mean the company wasn’t particularly proud of having a 17-year-old engine in its new car.
Moving up to the Jetta SE brings the familiar 170-hp, 2.5-liter five-cylinder found in the outgoing Jetta and current Golf. The more powerful engine does not affect fuel economy much, as the 2.5 achieves 23 mpg city and 33 mpg highway with the five-speed manual and 24/31 with the six-speed auto. In addition to the standard equipment from the Jetta S, the SE adds 16-inch steel wheels, vinyl seats that do a convincing impersonation of leather, floor mats, body-colored outside mirrors with turn signals, cruise control, illuminated vanity mirrors, chrome interior trim, and a rear center armrest. The SE starts at $18,955, and Volkswagen predicts it will be the bestselling version of the new Jetta. Add the Convenience package to the SE ($1350), and you get 16-inch aluminum wheels, Sirius satellite radio, two extra speakers for the stereo, iPod connectivity, heated seats, Bluetooth, and a leather-wrapped steering wheel with radio controls. Drop another $1250 on an SE, and besides the Convenience pack goodies, you get a sunroof and a touchscreen stereo head unit with a built-in six-disc changer and SD card reader.
Until the sporty GLI arrives in early 2011, the top Jetta will be the SEL. Starting at $22,155, the SEL adds the following to the SE with the Convenience package: 17-inch aluminum wheels, a touchscreen navigation system, chrome exterior trim, fog lights, four-wheel disc brakes, and proximity-based keyless entry and start. Adding a sunroof to the SEL costs $900. And finally, something for enthusiasts: The SEL is available with a Sport package that includes stiffer suspension tuning, sport seats, and aluminum pedals. An SEL with the Sport package—it includes the sunroof—starts at $23,755.
Wanna Go Diesel? You’ll Have to Wait.
The Jetta S, SE, and SEL go on sale in early October. The TDI won’t arrive until the end of the year. Powered by the same 2.0-liter turbo-diesel four-cylinder it had last year, the $23,755 TDI will carry all the equipment of the top-spec SE plus rear disc brakes. The diesel makes 140 hp and 236 lb-ft of torque that, according to VW, is good for a 0-to-60 sprint of 8.7 seconds with a six-speed manual or the six-speed dual-clutch gearbox (an $1100 option). But what diesel buyers will perhaps be more interested in is the TDI’s fuel economy, which comes in at an EPA-estimated 30 mpg city and 42 mpg highway.
Still Good to Drive, Despite the Cost Cutting
After driving an SEL with a sunroof and an SEL with the Sport package, we can say that we don’t really miss the multilink rear suspension. Although the cost cutting is readily apparent in the simplified mechanicals and interior appointments, the driving experience is nearly identical to that of the outgoing model. Even without the sportier suspension, the chassis is tautly damped and responsive to driver inputs. Although the switch from electrically boosted steering to a hydraulic system didn’t improve the slightly numb on-center feel, the steering effort of the hydraulic unit builds in a more linear manner in response to cornering loads. The slightly firmer and lower Sport-package suspension is a bit more harsh and finds the bump stops more readily than the base setup, but it does offer slightly quicker responses and more roll resistance. The manual gearbox shifts easily, but it has very tall gearing in the top two gears, necessitating the occasional downshift into third to find any meaningful acceleration. The optional six-speed automatic is eager to shift into the upper gears in the interest of fuel economy, but it downshifts without hesitation. The autobox again features a sport mode that holds the lower gears longer; manual gearshifts can be actuated via the shift lever. Wind, road, and engine noise are muted, and the car—at least in SEL guise, like those we drove—has a more upmarket feel than its smaller Japanese competition. Plus, the Jetta’s rear seat is far roomier than the Civic’s or Corolla’s and is closer to cars in the mid-size-sedan segment. We’d still like to experience the SE or the base S, which compete more directly with the Civic and Corolla, to see if the impression of refinement holds up.
Volkswagen has big plans to grow its stateside sales, and it hopes to sell 800,000 VW-badged cars in the U.S. in 2018. That is, as you might expect, very ambitious, especially considering VW sold roughly a quarter of that number here in 2009. The company is clearly targeting the mainstream buyer with the 2011 Jetta, so we’re glad to see that the competent, Germanic driving dynamics have remained intact despite the obvious cost cutting. Of course, if the cutbacks to the new Jetta bother you, VW will happily sell you a Golf or even a Jetta SportWagen (the wagon is still based on the previous generation). Those cars haven’t been decontented—at least not yet.
From : http://www.caranddriver.com/reviews/car/10q3/2011_volkswagen_jetta-first_drive_review
By admin
May 19th, 2010 at 06:50am
Under Menufacturer+ SUV+ Styles+ Volkswagen
Wagons and diesel engines have been battling outdated misconceptions for decades here in the U.S. However, those negative undercurrents seem to be subsiding, thanks to spikes in oil prices and the recent shift away from large SUVs. The 2010 Volkswagen Jetta SportWagen TDI looks to capitalize on the new normal, offering all of the benefits associated with a wagon as well as a diesel’s frugal nature.
As is the case with most wagons, the VW Jetta SportWagen benefits from a boxy interior that can accommodate plenty of cargo and transport up to five passengers. Its carlike proportions and driving dynamics make it easier to pilot than a crossover SUV, while its economical diesel engine returns an EPA-estimated 34 mpg in combined driving compared to the gasoline-powered SportWagen’s 25 mpg.
The average driver should be able to recoup the $2,475 price difference between the two within seven years. This may seem a bit long to some, but driving more than 15,000 miles annually will bring this figure down. Despite its benefits, the 2010 Volkswagen Jetta SportWagen TDI undoubtedly has an uphill battle ahead of it, as crossover SUVs still have a stranglehold on the market when it comes to family haulers.
For shoppers who need to transport more than five people at a time, a vehicle like Ford’s Flex certainly has an edge over the VW. For those with their sights set on wagons, the Jetta’s most direct competitor is the more expensive Audi A3 TDI — which is based on our SportWagen test vehicle. Other alternatives like the Subaru Outback and the Toyota Venza are also worthy of consideration.
Performance
Powering the 2010 Volkswagen Jetta SportWagen TDI is a turbocharged 2.0-liter four-cylinder diesel engine that produces 140 horsepower and 236 pound-feet of torque. Power is routed through a six-speed DSG automatic transmission on its way to the front wheels. Manual shift control is operated via the gear selector.
Despite its SportWagen name, performance takes a backseat to fuel economy. In testing, the Jetta required 8.9 seconds to reach 60 mph from a standstill (8.6 seconds with rollout). Braking from that speed ate up a rather lengthy but consistent 129 feet. Runs through the slalom resulted in an equally unimpressive 64.9 mph, while the skid pad returned a 0.80g rating.
On the open road, handling was responsive enough for a bit of fun, but in no way was it sporty. The EPA estimates fuel economy at 30 mpg city/42 mpg highway and 34 mpg in combined driving; we achieved an average of 30.1 mpg. These test results are in line with our long-term 2009 Jetta TDI sedan, although our four-door felt noticeably livelier than the wagon.
Off the line, the wagon exhibited a rather lethargic crawl that gave way to a burst of power once the turbo spooled up — something we never felt in our long-term sedan. Slowing to a stop, we also noticed uneven deceleration as the transmission downshifted into lower gears. When the road becomes curvy, the wagon tracks through turns adequately, aided by steering that is both accurate and well-weighted.
Comfort
Our Jetta SportWagen test car delivered a level of refinement and comfort that places it high among competing vehicles. Wind noise at highway speeds is quelled to near silence, though some road noise on coarser surfaces tended to resonate throughout the cabin. The wagon’s ride quality was compliant enough to soak up bumps and ruts in the pavement, but still provided a confidence-inspiring feel for the road.
The front seats provided ample space for larger folk and the multitude of adjustments ensured a comfortable fit. If we were to find any fault with those seats, it would be the lack of lumbar support. Rear seats were also comfortable, with adequate room for average-size adults. The center position is much narrower and lacks the legroom of the outboard seats because of the extending center console, but it should do just fine in a pinch for child passengers.
Function
On the whole, the 2010 Volkswagen Jetta SportWagen TDI admirably fills the role of a utilitarian family hauler. Overall visibility is exceptional, thanks to its expansive greenhouse and narrow roof pillars. The wide rear hatch window gives a clear view of the surroundings when reversing, lessening the need for a back-up camera or parking sensors. The simple gauges are legible in any lighting condition, with additional information available in the multifunction screen between the speedometer and tach. Controls are all within easy reach of the driver and intuitively placed for easy operation.
Of course, the main draw for those shopping for a wagon is its ability to shuttle precious cargo to and fro. The cargo space behind the rear seats measures a generous 32.8 cubic feet. Those rear seats fold down, but not flat, opening up a yawning 66.9 cubes. More importantly, though, is the cargo area’s shape, which is fairly squarish — allowing for the transport of bulkier items. Hatchbacks and some rakish crossovers are at a disadvantage in this regard, since their sloping roof lines limit vertical capacity. The lift-over height is low for easier loading, and a nifty folding divider keeps parcels securely in place.
For those with precious cargo that requires a child safety seat, the 2010 Volkswagen Jetta SportWagen easily accepts either a front- or rear-facing seat with little or no impact on front-passenger comfort. Rear-seat passengers will find storage a bit limited, though, with only a small center armrest bin to supplement the modest door and seatback pockets. Front-seaters fare better with a decent center armrest bin and a few small cubbies.
Design/Fit and Finish
The SportWagen’s exterior styling utilizes plenty of rounded, organic shapes for a sleek yet understated appearance. Overall, the shape is a bit uninspiring, but the tasteful use of chrome trim pieces manages to spice things up a bit. The interior design continues the understated theme, with dark-colored surfaces accented by metallic trim. In general, the interior looks rather serious and businesslike — just a half-step down from its upscale Audi cousins.
Interior materials get high marks, especially when compared to the competition. Hard plastics can be found in the door panels and center console, but these pieces are just as well-textured as the rest of the surfaces. Build quality is top-notch, without so much as a hint of a squeak or rattle. Seats are also praiseworthy, as they’re upholstered in a very convincing faux leather material that never felt stifling, even after hours behind the wheel.
Who Should Consider This Vehicle
The 2010 Volkswagen Jetta SportWagen TDI represents a capable and economical alternative to crossover SUVs. An added plus is a refined interior that looks and feels upscale, as well as an amenable ride quality.
Pros: Carlike drivability, generous cargo capacity, miserly fuel consumption, refined interior.
Cons: Middling acceleration and handling performance, limited interior storage.
From : http://www.edmunds.com/volkswagen/jetta/2010/testdrive.html
By admin
May 18th, 2010 at 01:49am
Under Hatchback+ Menufacturer+ Styles+ Volkswagen
I’m somewhere in the Victorian Alps with about forty-kilometres of clean, windy road ahead and I’m driving the new GTI at eight-tenths with former F1 driver Hans Stuck on my tail. Make that nine-tenths.
I’m carrying an awful lot of speed into these curves, and yet even in the tighter sections, the GTI is seemingly unflappable.
I mean I’m pulling a ninety-degree lock on the steering wheel through this hairpin, with more speed than I wanted with the right pedal still buried, and the GTI is refusing to understeer.
Hans BTW GTI 6
It shouldn’t be this easy, but the laws of physics as I know it, are being ripped apart by some new technology in this car.
Meet the latest and greatest Golf GTI, the sixth generation of what has surely become an automotive icon, ever since the Mk I GTI kicked off the hot hatch segment, when it first appeared in front of tens of thousands of fans as a pace car at Nurburgring in 1975, prior to its official public debut in 1976.
This was the first time that an average people throughout the world could afford a proper performance car, and one which made the right statement on the road.
Hans Stuck said, “ Whenever a person had a chance to drive a 911, it was a real experience. And then of a sudden this experience was possible in the GTI too. Clearly on a different level, but affordable for everyone”
Golf I GTI could hit 182km/h and trump 0-100km/h in 9.0 seconds flat. Not bad going for a car, which developed only 81kW and 140Nm, driving through a four-speed manual gearbox.
From 1976 to 2009, 1.7 million GTIs left the showroom floor, making it the most successful compact performance car of all time.
There wasn’t a lot wrong with the Golf V GTI, maybe not quite as sharp as those track day enthusiasts had hoped for, but at $39,990, it was for many, the best and only choice as the perfect daily drive.
Rest assured, if you had any reservations about the Mk V (you could count them on one hand), a quick test drive in the latest edition should silence the harshest of critics.
But if you’re worried about the softer lines on the new GTI, don’t be it’ll grow on you.
No one’s going to deny that this GTI doesn’t have quite the same aggressive look as its deep grille predecessor, but its closer to the styling heritage of the original Mark I than any of the modern iterations.
Mostly it’s about the red horizontal lines inside the low profile black grille and the tartan fabric seats, both of which were distinctive on the original GTI.
Hans with two GTIs
Walter de Silva Head of Group Design for Volkswagen said of the new GTI, “ We wanted a consistently clear GTI design, a car that has power, but style as well.
white GTI rear
“Also cast in stone was the goal of evoking the character of the first GTI a bit more…and that is why it was decided that – with the exception of the aerodynamically important rear spoiler – the new GTI would not have a single exterior add-on.”
Back and silver 1
Volkswagen Australia brought the full range of the GTI VIs to this launch, and despite the fact that I would normally lean towards either of the three-door models with DSG or the six-speed manual, I’ve ended up in the more practical five-door hatch variants on both drive stints.
If you want a definition of ergonomic, just plant yourself in the stock standard GTI sports seats, for one of the most comfortable pews in the business.
With a welcome overdose of side bolster, ripping through this kind of twisty alpine terrain is a joy, as your frame may as well be velcro’d to the “Jacky” pattern seats.
The fully-moulded, slightly flat-bottomed leather steering wheel is a treat and a half, with red cross-stitching and superb grip and feel. It’s also decidedly similar to that in the Audi RS4.
steer 1a
I’ve grabbed a DSG (Direct Shift Gearbox) fitted GTI and within minutes we’re quick-shifting via the steering wheel mounted, paddle shifters. I say quick, that’s 80 milliseconds from one gear to another, which is multiple times faster than any human being could ever hope to achieve using a manual transmission.
The first thing you notice is the quietness and overall refinement of this slightly more powerful engine. With the air-conditioning running on a mid-range fan speed and the needle nudging 110km/h, I can barely make out the shift changes.
It’s not just an uprated version of the same 2.0-litre turbo engine from the GTI V either. For example, the cylinder heads have been designed specifically for direct injection and as result, power is up by eight-kilowatts to 155kW.
GTI eng
Torque remains the same at 280Nm, but peaks slightly earlier at 1,700 rpm, but it’s the overall refinement of this powertrain that is most impressive.
And forget about turbo lag, there isn’t any, nor is there any hint of vibration under extreme load, just a silk smooth delivery of power and torque right through the rev range in each and every gear ratio.
Off the line starts are quick enough at a claimed 6.9 seconds to 100km/h, but it’s the GTI’s in-gear acceleration that will put the widest smile on your face.
It’s a crying shame we have such low speed limits on these secluded and well-maintained roads, as the GTI is barely ticking over at 110km/h, given its 240km/h top speed.
white GTI drive day
Now we’re into the seriously twisty section of the Victorian Alps, and the GTI is itching to attack the road ahead.
dash with seats
Time to hit the ‘Sport’ button as a function of the optional Adaptive Chassis Control, and a must if you like early morning weekend drives in the country.
The steering feels a lot more precise than the GTI V, and reaction time to steering inputs is much quicker.
Into the first series of bends, and you can feel the stiffer damper settings through the harder ride and zero body roll, while the power steering has has firmed up too.
These are some fast curves up in these parts, and we are rapidly reining in the tarmac, with the rev needle repeatedly bouncing off 6,000 rpm in third. Here’s the thing, there’s so much mid range torque available, that I rarely need to downshift out of third gear, and that’s over a distance of twenty kilometres.
A quick dab of the brakes before turn in, then I’m back on the throttle during mid-corner. Yes, that’s full throttle in mid corner without fear of understeering into a rock wall. It sounds too good to be true, I know.
But it’s not magic; its part Hans Stuck who tested and advised in the development of the new GTI, and part electronic wizardry called XDL or extended Electronic Differential Lock.
Normally, if you’re pushing too hard into a corner with a front-wheel drive car, the front wheel on the inside corner has a tendency to push on, and not want to turn in to the corner.
The GTI (all GTI variants are fitted with XDL) with XDL when confronted with that same situation, pressure is be applied to the inside wheel, so that traction is not lost and the wheel turns in as it should.
GTI 3-door
Does it work? Yes, infallibly. There is so much grip up front on turn in, that if you push hard enough, the car will react like an all-wheel drive car, with a gentle power slide. This is almost foolproof and remarkable for a performance car shod with not so wide 225/45 rubber.
XLD seems like a massive step forward in safety for front-wheel drive cars, particularly those skewed towards performance.
When you do need to jump on the brakes, apply with caution, as I found them to be a little sensitive at first, but fine once I got used to the relatively light pedal pressure.
More like Audi brakes than anything I’ve driven from Volkswagen previously, nothing wrong with that either.
While the entire drivetrain has had a total refinement makeover, it’s no different inside the cabin, and far more impressive than I would have expected.
steering wheel close up
The standard features inventory is extensive and includes a 61/2-inch touch screen display with MP3/WMA and auxiliary input, but sadly, a direct iPod input is a feature of the optional Media Device Interface.
That said, there is a high quality soft touch material and brushed chrome highlights throughout the car, as well as black high-gloss accents with chrome frames on the fascia and door trim.
dash with seats
Also included in the $38,990 entry level GTI VI is an 8-speaker 6-disc in-dash changer, automatic headlight function, dual-zone automatic climate control, rain sensing wipers and a host of other creature comforts.
Its not just nice, the whole look and feel inside the new GTI crosses over into the luxury category.
rear seats
Golf has always been deceptive when it comes to room inside the cabin. I once took four passengers with luggage to the airport in a Golf V and that included a surfboard albeit a small one.
GTI hatch up
Not only is there plenty of head and legroom front and rear, but also the boot area is deep and generous with a multitude of storage possibilities if the rear seats are folded.
Active safety systems on-board the GTI are numerous and include: ABS, EBD, EDL, ESP, XDL and Hill Start Assist (HSA) (with DSG).
Airbags number seven, with driver and passenger front and side, driver’s knee and curtain airbags, front and rear.
GTI black front
And don’t be too worried about fuel consumption if you intend looking at the latest generation GTI, as this engine has been designed to run on 95 RON as opposed to 98 RON with the GTI V.
Fuel economy has also improved with the new generation car with slightly less fuel consumed across both DSG and manual transmissions (7.4L/100km & 7.3L/100km).
While the previous model GTI was a huge hit worldwide, the GTI VI is a major leap forward in every way, and should be even more popular to a wider audience.
black golf 3
With the sixth generation Golf GTI, Volkswagen have probably gone beyond what customers were expecting in a performance hatch of this size and in this price range.
By doing so, the hot hatch benchmark has just been raised to a point above what I suspect most other manufacturers can hope to emulate at these prices.
If you want one, I suggest you get your name in the order book pronto, despite the fact that Volkswagen Australia already has 650 cars in the country and another 200 ‘on the water’.
new GTI badge
And if you wish to spec your GTI with any of the host of options available such as, leather trim, sunroof, etc, then the wait will be three-months.
black golf front close
By admin
