The 2010 Jetta Sportwagen is not as well known as the Toyota Prius. But the two vehicles have been compared. The Prius is the much talked about, industry-leading hybrid. The Jetta TDI is the increasingly popular and peppy diesel.
The Prius made many of 2010 Best-of-the-Year lists and even topped some of the compilations. But the Jetta and its surprising value and impressive gas mileage ratings weren’t too far behind. In short, the Prius revolutionized the hybrid industry in the United States and the Jetta may well do the same for cleaning-burning diesel engines.
The Weekly Driver Test Drive
There’s no easy Northern California or San Francisco Bay Area connection to Mendocino. In either of the two major options to get to the picturesque coastal city, stretches of winding roads interrupt steady freeway driving. One route is more severe, but either journey has a reputation as unfriendly for car passengers. In other words, there’s a high rate of car sickness.
But the routes, including the our recent two-day getaway from Sacramento along highways 101 and state route 128 were void of bouts of nausea but provided an ideal driving scenario to test the 2010 Volkswagen Jetta TDI diesel. Hilly, long winding roads, sharp turns, fog and bright sunlight were all part of the journey. We covered about 500 miles in two days, some open freeway, some gnarly, two-lane country roads, some city driving. If there’s a better way to test drive a vehicle, I unaware of it. And if there’s a better performing wagon and a better performing diesel, I’m unaware of it, too.
Interior
Here’s a surprise. The Jetta is a wagon, VW’s Tiguan is a compact SUV. The Jetta has 18 more cubic feet of cargo space with the seats up than the Tiguan.
The newly style interior console and side panels are straight-forward, but nothing fancy. The console has the “dimpled” appearance finish, a better-lasting approach than crack-prompting soft finishes.
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There’s plenty of head and leg room for front and back-seat passengers and optional leatherette seats are stylish and complement the side paneling and carpet, like a nice pair of two-tone saddle shoes.
Exterior
A stylish wagon seems like an oxymoron. It’s not with the Jetta Sportwagen. Restyled for 2010 with a new front grill, Jetta SportWagen is a “station wagon” far removed from the box-like reputation of the wagon your grandfather or even father owned. It has round corners and a European look, with leanings more toward the sports car segment than crossover or SUV options.
Performance
For anyone still clinging to the notion that diesels “ping” their way along to their less-than-impressive acceleration to highway cruising speed, forget it. The Jetta SportWagen TDI diesel may use diesel fuel, but it’s difficult to otherwise distinguish it as a diesel. It can pull away from other vehicles in city and highway traffic and its 2.0-liter, 140-horsepower engine gives a larger impression. The diesel engine is audible when it starts, then settles into a quick rhythm.
The electro-mechanical power steering, front-wheel drive, independent front and rear suspension, anti-lock braking system and electronic stabilization program all work in perfect harmony. The Jetta acts like it owns the road despite its understated appearance.
Likes
Panoramic sunroof. It extends well into the roof area of the second seat and has several adjustment options.
Comfortable seats.
Masterful driving control.
Turn signal indicators mounted in side mirrors.
Seatbelt positioning and comfort.
MSRP for the diesel is about $2,000 more than the gas version. It’s nearly recouped by a $1,300 clean-fuel rebate.
Dislikes
Some inconvenience finding diesel fuel.
Facts & Figures: 201o Volkswagen Jetta Sportwagen TDI
Acceleration: 0-60 mph, 8.2 seconds.
Airbags: Driver and front passenger front and side and front and rear side curtain.
Antilock brakes: Standard
Fuel economy (EPA estimates) 30 mpg (city), 42 mpg (hwy).
Government Safety Ratings (stars): Frontal crash (driver 4, passenger 4); Side crash (driver 5, passenger 5); Rollover (4).
Horsepower: 140
Manufacturer’s Suggested Retail Price: $24,310.00
Price As tested: $27,910.00
Warranty: Bumper to bumper, 3 years/36,000 miles; Powertrain, 5 years/60,000 miles; Corrosion, 12 years/unlimited miles; Roadside Assistance, 3 years/36,000 miles.
Web site: www.vw.com.
What Others Say:
“The TDI’s spunky diesel engine and sport suspension up the fun factor, but also keeps things frugal with its stellar fuel-economy figures . . . The TDI’s price premium over gasoline-powered 2.5 models will take time to recuperate, though it should qualify for a tax credit.” —- Consumer Guide.com
“For driving enthusiasts looking to trade gas money for feature content, the 2010 Volkswagen TDI is a solid choice.” —- Edmunds.com
“With that $21,995 starting price, the 42 MPG highway fuel economy, sharp looks, seriously nice interior and a responsive chassis, this new Golf TDI makes more expensive cars look frivolous and direct rivals look behind the times.” —- Jalopnik.com
The Weekly Driver’s Final Words:
“Sometimes Best of the Year lists make sense, sometimes they don’t. The Volkswagen Jetta Sportwagen TDI made nearly every list available — Green Car of the Year to World Car of the Year. With the average price of a new car in the United States nearly $30,000 and the Jetta fully loaded about $2,000 less, let’s add Best Value of the Year to the car’s honors. In short, there’s very little not to like about the Jetta.”
Why can’t we get some of the other diesel vehicles to cross the pond? It seems that diesel is working for the Europeans, why not for us in the US?
“Why can’t we get some of the other diesel vehicles to cross the pond?”
– Allen
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Lots of reasons: (1) The biggest reason–cost. To bring diesel versions of the same cars we have here is very expensive. A diesel engine cost about $1K-$2K more to build because it must have more strength to handle the higher compression (up to 18:1 in modern versions). Secondly (regarding cost), a diesel ain’t squat and couldn’t come close to passing U.S. emission rules w/o turbo-charging and direct-injection. Spark-ignition technologies can pass w/o either of these added technologies. Thirdly (regarding cost), about $1.5K-3K more premium must be added for the high-tech., advanced emissions systems versus gas cars because of the stringent, gas-powered biased emissions regulations in the U.S. U.S. diesel engineers must use diesel particulate filters, extremely powerful exhasut gas recirculation systems, and an elaborate Nox-abating system. And these systems are in addition to the regular catalyst that must be used to reduce CO and HCs like gas engines have. All together, the premium to market a diesel in the U.S. is on par with advanced hybrid cars. All of this would be okay if Americans valued diesel technologies but most of us don’t. So, for instance, if VW brought over a Polo BlueMotion that gets 60 mpg, it would sell for about $23K. Compare that against its competitors for $14K (Yaris, Aveo, Versa, and Fit) and one can see the delimma.
(2) Most Americans show no interest in diesel technologies except for high utility applications (pickups). For proof, check out the sales of the BMW and MB diesel models. They garner only about 10% of model sales though they get 35% better fuel economy; are equally performing; and are priced only $1K-$2K more. With this small price premium, it’s easy to see that MB and BMW are sacrificing margin in order to warm Americans up to diesel cars, but even so, most buyers still opt for inferior gas guzzlers.
VW is the exception. They are getting 35% penetration for the Jetta and Touareg for TDI sales; and nearly 80% for Jetta SportWagen TDIs.
(3) Risk of harsher emission regs, biased against diesels, on the horizon. Auto makers know that the EPA and the California ARB have a bias against diesel power and favor gas-guzzling power. As evidence, look at the limit for CO. In 1989, it was 3.4 gram per mile. In 2009, it was 3.4 gram per mile. A well-designed diesel will emit less than 1 gram per mile of CO but diesels get no credit for being so clean with regards to CO or HCs. With regards to NOx, however, the EPA mandated a drop from 1.0 gram per mile in ‘06 (for cars), to .2 in ‘07. That’s an 80% improvement in one year and the fuel was not even available to make this possible until two months before the mandated reduction. Gas cars have no problem with NOx, because they burn rich. NOx is only an issue for lean-burn technologies. Advantage gas power.
Come on, guys. The Prius has a lot going for it along with other Toyota vehicles. What other make has a built-in no extra charge “crash test” when the “pedal sticks to the metal” or floor mats get stuck?
You can go “Bonzai” everyday. “You Ask For It, You Got It, Toyota”. You, too, can be a “Kamakazi” pilot!