Advertisement
Find a Car
Go!

Driving the New 2009 Volkswagen Jetta Diesel

Follow Marty

2009 Volkswagen Jetta TDI

2009 Volkswagen Jetta TDI

Enlarge Photo
We won't do a full test drive of the new 2009 Volkswagen Jetta TDI CleanDiesel until mid-September. But how to deal with the diesel itch? How about driving one at a showroom, where testers are available like the"free" bottles of cologne over at Macy's?

VW has a monumental task ahead of it: convincing the American public that diesel vehicles, and higher-priced diesel fuel, are a smart, efficient, and enjoyable way to drive. To that end, VW has intelligently equipped each of its North American dealers with one demo-only vehicle to promote its new high-tech, 2.0-liter TDI CleanDiesel (Turbo Direct Injection with 50-state legal emissions, and indeed a cleaner emissions profile than many new gasoline engines). These demo vehicles, white Volkswagen Jetta TDI Clean Diesel sedans, are playfully splattered with artsy green decals representing nature, leaves, and environmentalism in general. On the back of the sedans, VW's personable sans-serif lettering urges, "Take me for a test drive" on the trunk lid. On the bumper the, in green, is the URL: goodcleandieselfun.com.

I confess I've been waiting for this moment...with perhaps an abnormal amount of excitement. A childhood hater of diesel, thanks in no small part to my father's painfully poky and noxiously smoky 1980 Peugeot 505 NON-turbo Diesel with all of 76 horsepower, I've pulled an unthinkable 180 in the last two years. The purchase and continual restoration of a 1982 Mercedes-Benz 300TD (the turbo, thank God), and the realization that diesel engines will run on mildly processed waste vegetable oil (otherwise known as biodiesel) convinced me. I'm now a diesel fanatic, I confess, and recent advances in critical diesel areas such as injection technology, exhaust scrubbing capabilities, and variable-vane turbocharging have eliminated the compromises one had to make back in 1982 when deciding to purchase a diesel. And those same technologies have made the efficiency gains of a diesel even more dramatic.

2009 Volkswagen Jetta TDI

2009 Volkswagen Jetta TDI

Enlarge Photo
But enough waxing about my latest obsession. I brought my father along for historical perspective, and together we headed to Jim Ellis VW in suburban Atlanta, Ga. Thank God our salesman, Rocky, had an attitude and an approach as simple and no-frills as his name. No pressure, no attempt to sell or linger in the showroom. He threw out a few facts about the 2.0 TDI, got the keys, eased the Jetta from its perch smack in front of the showroom, and let my father take the helm.

As a passenger, from the comfortable backseat of the Jetta (comfortable except for my head brushing the rearmost portion of the headliner), the experience was remarkable in its normalcy. There simply is zero diesel clatter to be heard, no strained revving for acceleration, and no untoward vibration or harmonic resonance from an engine with higher reciprocating mass, a heavy-duty valvetrain, and a seriously high compression ratio (as is the case for all diesels). The sounds were muted and smooth, and the shifting from VW's trick DSG transmission was utterly transparent. The Jetta's taut suspension and good bump absorption remain intact. The only oddity I noticed was a mild, low-rpm thrum, as the DSG seemed to keep the engine operating at extremely low rpms (just above 1,000) with my father's admittedly conservative right foot.

Yawn. When Rocky commented that "it has a tiptronic" (quite possibly the most overused transmission term of late) and proceeded to click up and down the gears in lightning-quick fashion as only a dual-clutch automated manual can do, I rolled my eyes inwardly. Apparently he thought we were being motivated by a conventional torque converter. Noticing that the only indication of gearshift in this Jetta was a sudden, rapid change in RPM, my father commented that the transmission seemed uncommonly smooth. My impatience reached the tipping point on this flat, boring test route around the dealership, and I suddenly asked to drive.

2009 Volkswagen Jetta TDI

2009 Volkswagen Jetta TDI

Enlarge Photo
I strapped myself in, curious to see what 236 pound-feet of torque feels like in a Jetta, and even more curious to see just how quick its variable-vane turbo can deliver on that powerful promise. Placing the selector level just below D in the "S" mode (holds gears longer, engages the clutch more aggressively), I released the brake and planted the throttle to the carpet. Let's just say the drive got a lot more exciting after I left twin rubber marks leaving the Jim Ellis dealership lot. What turbo lag?

Formerly a pussycat, Rocky now turned into a bit of a watchdog, trying to keep me on the same flat, boring "test" ring a couple of miles around the dealership. I would have none of it, and found a steep loading ramp in what looked like an abandoned warehouse. "Watch this," I said, ignoring Rocky's terse requests for me to please "proceed along the test route." I wanted to demonstrate the DSG transmission's trick clutch actuation. Yes, it is a fully automatic transmission, but it has the internals of a manual (more like two manual transmissions, and placed side-by-side, so that gear changes are handed off with the grace and speed of a baton from hand to hand) and a real, honest-to-goodness clutch and pressure plate, just like that in a row-it-yourself, three-pedal affair. But with only a gas and a brake pedal, the Jetta TDI's drivetrain management microprocessors do the work of your left foot. And they do a seamless job.

With the VW's nose pointed up the ramp, I demonstrated how brilliantly VW's DSG rests the weight of the car on the pressure plate. Just feather the go pedal, and the massive torque of the turbo four provides more than enough oomph to hold the car still while barely above idle. Or, flexing the foot further, the DSG releases the clutch fully breaking static friction and propelling the Jetta forward on a wave of torque. A true stickshift driver can feel the dance going on underhood, with the Jetta magically finding the sweet spot of the clutch every time, never bogging the engine, nor engaging too late and letting the engine rev too high. But it's done so well, and so consistently, regardless of the situation, that an automatic driver never knows the magic happening underneath and simply thinks it's a regular old automatic. But without a heat-emitting (and power-sapping) torque converter, the DSG box yields the full efficiency of a manual transmission. And with two sets of gears - 1,3, and 5 on the one side, 2,4, and 6 on the other - gear changes are startlingly quick and seamless, far better than any traditional automatic could muster. No need to de-clutch, change ratios, and engage the clutch again. The power flows seamlessly back and forth from side-to-side in the gearbox, with literally no interruption in forward progress, and none of the pushing or lurching accompanying such interruptions. The gearchanges are almost digital in nature, as witnessed by a tach needle that does not glide downward to a new RPM upon a gearchange, but rather flicks down instantly. Or flicks up instantly with a downshift. And that's the only indication, along with a change in engine note, that you're exploring a new ratio.

What a perfect match the DSG is for this new turbo. In moderate driving, it keeps the engine around 2,000 rpm and below. While driving modestly, a lot of the acceleration occurs right around the 2,000-rpm mark, making this motor seem extremely relaxed and far bigger than its 2.0 liters. in operation, it feels like a big, torquey six. I did notice that the DSG rushed to high gears so quickly at times that the engine hovered just above 1,000 rpm for extended periods, at which point there is a little bit of rumble and resonance that almost felt like lugging, and yet the engine still pulled happily with no complaint. Perhaps just a sonic kink the VW engineers haven't yet worked out, or perhaps the one concession to all of the explosive force and torque going on in each one of those half-liter chambers underhood.

2009 Volkswagen Jetta TDI

2009 Volkswagen Jetta TDI

Enlarge Photo
On the other end of the RPM spectrum, there is nary a complaint from the 2.0. It revs happily to its 4,500-rpm redline (at least that's where the red marks start on the tach, and I didn't want to explore the fuel-cutoff point for fear that Rocky would turn full junkyard dog on me). At its top end, it is smooth, quiet, and not stressed in the least. Honestly it sounds much like a modern gasoline 16-valve engine, with perhaps just a bit more coarseness than your smoothest Honda or Toyota DOHC unit. A far, far cry from the rattling, roaring cry of my old Benz five-cylinder at high revs, or its percussive, chirping crickets idle.

But even though the TDI will rev up to 4,500, there's no point in it. The torque fun is over pretty much at 4,000 rpm, that nice shove in the back tapering off gradually and pretty much gone at by that point. But faster than you can say "boost," the DSG has swapped to the next ratio and you ride the torque wave all over again. Compared to the gasoline powerplants most of us are used to, it's counterintuitive acceleration. In this engine, less is more; less rpms equal more thrust. Wonderfully, less rpms also equals greater economy. Drive most modern gasoline engines for max thrust, and you’ll be reaching for that redline in each gear, burning copious amounts of the black gold we’ve taken for granted for years. Stomp the TDI's gas pedal (diesel pedal?), and you’ll instantaneously leave twin rubber marks wherever it was you were idling quietly. Try that in any other four-cylinder economy sedan. Without brake-torquing. Or, in a manual, without revving high and then dumping the clutch; 236 pound-feet of easily-accessible torque is fun indeed, and it’s your ally for tire squealing shenanigans or 50 mpg cruising (so swears VW, despite EPA numbers that are not so generous).

If diesel again takes off in America as it did in the early '80s, a generation of drivers sick of paying out the nose for the American Birthright, driving, will have to make a couple of adjustments in how they are used to cars responding to their right feet. But they won't have to deal with noise. Or smoke. Or slothful acceleration. And I think plenty of drivers will be more than willing to trade high-rpm scream for enthusiastic low-rpm torque. Most especially for commuters, who rarely venture much above 3,000 rpm in their daily journeys on the clogged arteries of our major metropolitan areas, an engine that is operating at its most efficient and most powerful down low makes all the sense in the world.

We'll have to save our own impressions of the Jetta TDI's thriftiness until we can get a model to test. Volkswagen was throwing around a highway number of 50 mpg until the EPA rained on their parade, slapping the Jetta TDI with a highway rating of 40 mpg. So adamant was VW that it got an independent agency to do its own testing, and that organization arrived at a number of 44 mpg on the highway. I've noticed that all of Mercedes' new BlueTEC diesels consistently get higher mpg ratings than the EPA grants them, such as the ML 320 BlueTEC, which rates an EPA highway mileage of 24. In most real-world tests I've read, notoriously lead-footed journalists record numbers of 27 or 28 mpg highway. So perhaps VW's claims of higher mileage aren't without merit.

Of note, VW is introducing its Jetta SportWagen bodystyle along with the TDI engine option. I think the styling is a success, coming off as sexier and tidier than the slab-sided Passat Wagon. It's also more attractive than the Jetta sedan, which I find has an awkwardly high beltline and rump. Rocky claims that the wagon will outweigh the sedan by some 100 pounds, and I found that my headroom qualms were more than solved when I sat in the back of a 2.5 gasoline Jetta Sportwagen, as its roofline does not taper over the rear seat as in the sedan. Last but not least, nearly all station wagons have less aerodynamic drag than sedans, due to reduced turbulence at the rear (the late German aerodynamicist Wunibald Kamm, originator of the Kammback design found on AMC Gremlins and Toyota Priuses alike could have explained it more fully than I). So who knows, if you're an obsessed hypermiler looking for that extra 0.5 mpg...-Colin Mathews
Advertisement
 
Follow Us

 

Have an opinion?

  • Posting indicates you have read this site's Privacy Policy and Terms of Use
  • Notify me when there are more comments
Comments (26)
  1. Great quick test drive review of the TDI. I pre-ordered a Sportwagon TDI in January. Latest word from VW dealer is that delivery for Sportwagons will be in October. I'm on the bubble because of the TDI EPA's mileage and VW's independent mileage figures. I want and need a vehicle that gets 45+mpg at a steady 73mph. I look forward to your full test drive.
     
    Post Reply
    Vote
    Bad stuff?

  2. I was going to buy one of these, but the instability of diesel prices was one reason. The debate of fuel economy being another. The complexity of the emission devices on this car required by the EPA was enough to scare me away. The way the emission devices are activated is probably why the fuel economy reports is SO poor. The car first needs to prove itself before I would think about buying one. Diesel is now $1 above gasoline or more and could rise more during the winter. I am not anti-diesel, I drove a TDI for 8 years. What burns me up is how diesel is being turned into a "green" product and how our govt has let the price of the fuel get way out of hand. I believe it will take 3 years for the price of fuel to be fixed in relation to gasoline. You can look at cost per mile, but then these Volkswagens have the expensive timing belt change, the expensive oil changes, and then the added price for the diesel option itself. It is nearly becoming a wash compared to some gasoline cars. The 80's were great when diesel had so much of an advantage. YEs, they were noisier, smellier, louder, and slower. But... They were cheaper and simplier to maintain. My 1982 Mercedes 240D was probably one of the best cars I owned.
     
    Post Reply
    Vote
    Bad stuff?

  3. My husband is the one who cares about "drive." I care about the environment. I loved the test drive in the Jetta, but we were told by one dealer that it would only run on 20% biodiesel, and we were told by another basically not to mess around with any biodiesel on such a great machine. My hunch is that in 3 years or so there will be more biodiesel options: the manufacturers will focus more on that, and the b.d. fuel makers may refine the process. Any comments from those in the know would be appreciated.
     
    Post Reply
    Vote
    Bad stuff?

  4. ecogirl-
    There are a lot of issues there. I think the biggest reason VW will not authorize more than 20% biodiesel is because there are very few standards in place on what biodiesel is. They are very strict about engine oils, fuels etc. as it is a very sophisticated engine. I don't put bio in my TDI, because like the one dealer you talked to, I am not willing to risk my injection pump to poor fuel. If, or when, the refiners develop hard and fast specs for fuel I think VW engines will be able to run bio as well as any others.
     
    Post Reply
    Vote
    Bad stuff?

  5. Volkswagen is only allowing 5% biodiesel, not 20%. I ordered a TDI SportWagen, but the dealer doesn't think it will be here until January.
     
    Post Reply
    Vote
    Bad stuff?

  6. Cooper08, check your six, for you are about to be run over by a rolling TDI...
    My '01 TDI New Beetle is currently rated at 44MPG highway, 35 city, while I get 45-50MPG in Atlanta traffic which is a mix of driving to include the not-yet-recognized category, GRIDLOCK. Despite the 18-20% premium over regular gasoline I'm still ahead in the cost-per-mile game considering that I'm getting at least 50% better mileage than a gas-powered New Beetle. This gives me at least a 30% cost advantage while consuming a smaller volume of fuel. And our oil independence is about consuming less VOLUME, isn't it? I do have to change my timing belt every 90,000 miles, sort of like my gas-burning cousins. With 175,000 on my car I still have many good miles left - thank goodness!
     
    Post Reply
    Vote
    Bad stuff?

  7. Biodiesel quality is imperative however, the new common rail diesel engine in the Jetta TDI incorporates a post-injection process used for the regeneration of the DPF (Diesel Particualte Filter). This post-injection process increases fuel dilution in the engine oil which in turn affects the anti-wear additive, Zinc dialkyldithiophosphate (ZDDP). Biodiesel does not evaporate like regular diesel and therefore this fuel dilution issue is a big deal for this engine. Even the non post-injection diesel engine is subject to fuel dilution but, at a slower rate. A used oil analysis should be incorporated to monitor the level of fuel dilution to enable you to determine a safe oil change interval and the oil testing lab should also be notified that you require this sort of testing protocol. I guess VW figured it to be cost prohibitive to produce a seperate aft injection system for DPF regen. as well as realizing that biodiesel is currently not a practical alternative fuel due to the extreme high demand for diesel. Afterall, all the biodiesel produced in the USA for a full year may not even be able to supply the current useage demand for one week.
     
    Post Reply
    Vote
    Bad stuff?

  8. Informative article. I think we in the US are ready for Diesel.
    I think we've reached a critical mass with respect to energy conservation going main stream. Anyone know when we can expect to get a Golf VI diesel?
    -or diesel hybrid.
     
    Post Reply
    Vote
    Bad stuff?

  9. I took the demo vehicle for a test ride about two weeks ago and was impressed to the point of making a deposit on a new sedan - And that was before learning of the $1300 tax credit provided by Uncle Sam thanks to the vehicle's fuel efficiency. Availability is apparently limited to what VW sends the dealer so I gave my color preferences along with option choices and asked to be called when one arrives that meets or comes close to my specs. The dealer already received two units and called to give me first shot at the inventory so they are beginning to arrive in the U.S. from the production plant in Mexico.
    As for the car's ride, acceleration, handling, cabin noise level, fit, finish, interior quality, audio system, seat comfort - all exceeded my expectations. That's even though I was seriously considering a slightly used Audi A4 at about the same price. Plus, who can argue with 44+ MPG? This technology beats a battery laden hybrid hands down.
    Yes, oil has come down as of late. But wait until China, Inc. fires up mid-September after the games are over. We'll not get to parity with Euoropean level pricing on auto fuel because of the tax differences but cheap petro is gone for good. TDI is viable, proven technology and has finally come to America in a modestly priced vehicle.
     
    Post Reply
    Vote
    Bad stuff?

  10. The article above is biased. The fact that author explain in more technical detail the transmission of the Jetta, something that the manufacturer does not release to general public or to the automotive critics; tell me that he is an insider of VW. We have to wait until the first delivery of this vehicle arrives at the dealer, and see the different critics from the different automotive websites.
    The diesel is good but until the price of the fuel go down the math does not favor the diesel; considering the high price of maintenance, and the lack of techniciens that can fix diesel engines, add to that paying $1 extra for diesel compare to gasoline; does not make sense. The 2009 Jetta diesel have been certified by the EPA for 41 MPG at $4.70 per gal diesel, my 08 Accord get 32 MPG at $3.55 gasoline, if I add $1 gas I will be able to travel the same distance like the diesel. According to my calculation driving 12,000 miles a year, will save me only $108, considering the premium of $2000 paid up front, and this not counting if the dealer charge you more than the MSRP, because of high demand; it will take you ($2000 / 108)= 18.5 years to break even. We are far away from been country that uses diesel like Europe. And don't think about puting Bio-diesel in your engine you may endup paying more to fixe the glow injectors, or the whole engine, it's not worth it. I talk from experience, I drove the diesel in europe for long time, and I know all the ins and outs about this subject. For commuting for a short distance it's not a good idea to have diesel car, Diesel engine to be efficient require certain operating temperature. There you have it.
     
    Post Reply
    Vote
    Bad stuff?

  11. While VW has only approved B05 biodiesel, the problem is with the company not with the car. There are plenty of TDI VWs running around on higher proportion biodiesel blend. I have never heard of any problems from anyone running B20 in a PD TDI and some other manufacturers have actually given the okay to B20 for that matter. The issue is with the VW warranty and whether you will be hung out if you have a major drive train problem (that had nothing to do with biodiesel). Again, I've seen no reports of it happening but you might not want to play roulette with a $25K investment. I suspect that VW is really more worried about a few folks running home brew biodiesel they make in their garage. I wish they would do the obvious and simply require biodiesel made and distributed under commercial standards during the warranty period. Heck, what would happen to a new gasser if someone consistently used contaminated gas out of an old storage tank instead of gas commercially available at the pump.
     
    Post Reply
    Vote
    Bad stuff?

  12. There is alot more to consider then just fuel price.
    I drive 50,000 miles a year, I bought my 2005 TDI and the cost of fuel, monthly payment and Full coverage insurance is still cheaper then the fuel cost I had for my Explorer.
    The Prius is as expensive if not more and has poor power and pickup. I pull my HD and trailer with the TDI when needed and still get 37 MPG at 75MPH. If I were to drive primarily in the city then the Prius would possibly be a better car. But the TDI pulls passengers and trailer weight and still gets great MPG while the Prius bogs down with 4 passengers and its Highway mileage at speed is not as good as the TDI.
    As to mainteneace costs thats also a lie. My oil is changed by me for $35 every 10,000 miles, I could pay $60 at the dealer. I think my wife pays $30 for an oil change every 3,000 miles. I have no spark plugs, wired or coils to deal with. Concerning the Timing Belt ALL cars require them to be changed periodically. My wifes Miata is every 70k miles. My TDI is every 10k miles. Cost is actually very similar. Please compare vehicle to vehicle and research before telling people that the TDI is more expensive. ALL vehicles should be maintained by the manufacturers schedule and should last for a long time. The TDI is not for everyone, but it is a GREAT car for those that drive primarily highway miles! Also TDI's maintain their resale value above the comparible gas models by over $1500-2000. That pretty much negates the drivetrain cost difference.
    I recommend reading http://forums.tdiclub.com for more info from owners that actually own these vehicles.
     
    Post Reply
    Vote
    Bad stuff?

  13. Been running my 2002 New Beetle on B99 almost since day one. It gets 45-52mpg and have had no engines problem yet. It's second fiddle to my (zero pollution transport) walking shoes and bike so it only been on 52k of pavement.
     
    Post Reply
    Vote
    Bad stuff?

  14. I hate to disappoint anybody who’s considering to buy the new 2009 jetta at above the MSRP price charged by the dealers. First anybody who’s looking to buy this new diesel car need to do some research and calculate the purchase cost versus the operating cost. As we all know the cost of diesel is close to $1 more than the Gas depending on where you live, the maintenance cost for diesel car is more expensive than the Gas one, the initial added cost for purchasing diesel is around $3600. I am sure a lot of people who’s looking to buy diesel they were quoted $23600 for the new Jetta diesel SE, automatic. We all know the Gas version of the same car is around $20000, and I can get it for less than that at some dealers. Now you need to do simple calculation between gas and diesel version of the same car; if I fill the tank of both cars with the same dollar amount, how many miles will I travel? Using the EPA numbers for both cars 21/29 MPG for gas version and 29/40 MPG for the diesel version, lets use the highway numbers for both cars. Assuming the gas price is $4.00 and the diesel is $5; for $50 fill up in each car, this means that money will buy us 12.5 gallons of gas, and 10 gallons of diesel. With the diesel we will travel 400 miles, versus 362.5 miles with gasoline car. As you can see the difference is 37.5 miles. If you are spending $100 a month for fuel, this translates to 900 miles difference every year between the two vehicles, a $125 saving every year. Which bring me to the conclusion that if your initial added cost was $2000 you will need to keep driving that car for 16 years before you get all your money back. One more thing is the price of diesel is still going up faster than the gasoline; and the reason is simple there is more demand for diesel in the USA right now than there is for gasoline. To backup this claim read this two report http://seekingalpha.com/article/68468-why-is-diesel-more-expensive-than-regular-- gas , http://en.wikipedia.org/wiki/Gasoline_usage_and_pricing .
    I think the wise purchase at this time for long term is a midsize sedan that can get you 36 MPG like the CIVIC, or the COROLLA, or a hybrid sedan. In order for The Jetta TDI to be competitive they need to lower the MSRP, and price the TDI at the same price as the GASOLINE one. The difference in fuel prices does not encourage people to buy TDI that they never driven diesel before.
     
    Post Reply
    Vote
    Bad stuff?

  15. SAM01- I put 50k per year on my TDI- Drive a new one every year - lose average of $3000 plus taxes when I sell and buy a new one - Travel 475-550 per tank - have the most invigorating torque response of any car I have owned - Have never been able to get the average MPG below 32 in any driving situation - usually get 39-44 mpg - Oil changes every 10,000 miles at $85 full synthetic @dealer per the MF requirements - stock the Jetta is Loaded- a DSG transmission is magical at the least- Diesel is rarely $1.00 more than gas more like .75c more than your 87 Octane.& @ 550 miles per fillup you can really shop around for low fuel prices - I start looking for gas when the light comes on 85-100 miles to empty @2.5 gallon reserve. Oh! And I have never had any trouble merging ahead of a Prius onto the highway and how's that prius resale at 50k miles? and whats that battery cost if you decide to drive it for a few years?
    Tweak those figures all you want but even at a slight loss if you can figure it that way the range of a diesel between fillups and economy/power advantage is too good to pass up. Have fun at the gas station!!!!
     
    Post Reply
    Vote
    Bad stuff?

  16. I just traded my Ford Ranger in on an '04 Jetta GLS TDI in March. I'm loving the 44-46MPG (20$ City/80% HWY) I've been getting, with the cruise set at 75 and the A/C on. Even with the higher car payment and the cost of diesel; the insurance is cheaper, and at 24,000 miles/yr, I'm saving over $300/mo compared to driving my Ranger. Maintenance and repair costs are low because I refuse to get screwed by the stealerships, I work on my own vehicles. PS 08Cooper: 90% of vehicles on the road have a timing belt (Including your Mini) that needs to be changed at least two or three times during the life of the engine. Even gas engines with timing chains often need tensioners or replacements once in their lifetime, not to mention spark plugs and wires (which are getting harder and harder to reach on newer engines). I don't know what Simo is talking about with this "glowinjectors" business LOL, those are two separate systems. But he's right about the short distance driving. You need to be driving over about 15K/yr for the diesel Jetta to pay for itself... that is unless you don't mind driving a slow, poor handling, Fourtwo, Yaris, Rio, Accent or Aveo $h1TBOX.
     
    Post Reply
    Vote
    Bad stuff?

  17. PS Simo: The operation of DSG Transmissions is common knowledge amongst gearheads. This article is hardly biased by a VW insider see the linkage below for DSG info...
    http://auto.howstuffworks.com/dual-clutch-transmission.htm
    http://en.wikipedia.org/wiki/Direct-Shift_Gearbox
     
    Post Reply
    Vote
    Bad stuff?

  18. Look people SAM01 is right, I am not going to repeat what he said but he made a point about the Diesel fuel. If you are one of those Diesel fanatic that is fine you do not need to read this forum, but do not think people are mathematically challenged. Lately people they compare value and fuel efficiency versus cost to fill up a tank for each car before they buy it. If Diesel was a fuel of the future we would not see auto manufacturer spending billions of dollars for gas electric, and hydrogen engines. Back 20 years ago the Diesel engine was 50% efficient than the gasoline, lately with the new advancement in engine design gasoline engine closed the gap with the diesel, the difference between Diesel and gasoline is only 27%. Considering the diesel cost 30% more than gasoline. To prove my point in an interview with Bob Lutz the head of the GM design, he stated GM will not bring to USA the diesel car that they are producing in Europe. I?ll let you read this report; this prove that we are trying to get away from using middle east OIL. http://www.leftlanenews.com/lutz-interview-part-2-no-diesels-volt-future.html.
     
    Post Reply
    Vote
    Bad stuff?

  19. All I have to say, if diesel was the fuel of the future, we would not see drop in the number of people that buy diesel in Europe. Because it does not make sense to pay premium to get diesel car over gasoline ones, and pay 30% more for diesel compare to gasoline to get 25% better mileage; it does not add up. Bellow is an interview with Lutz Bob the head of GM design division, read what he says.
    http://www.leftlanenews.com/lutz-interview-part-2-no-diesels-volt-future.html.
     
    Post Reply
    Vote
    Bad stuff?

  20. SAM01, you are correct.
    The best value in new cars today when we count hybrids, diesels, compressed nat gas, and gasoline in a realistic manner, is vehicles like the Toyota Yaris or Corolla, or Honda Fit or Civic.
    I own an '06 Civic EX and paid $19k new. I compared it with buying a used Jetta TDI and also the '06 Civic Hybrid and the Civic won. I almost bought the Hybrid due to tax credits then, but figured you're already paying up front for your gas mileage and you have to pay to replace the battery each time. Also, on a maintenance note, there is no timing belt change on any of the '06 to present Civics as they have a timing chain and I believe it's the same for the Fit. Compare your vehicle head to head with fuel prices today and figure in current resale values compared to buying new of your vehicle, styling, quality, maintenance costs (5k miles per basic oil change for $35 at dealer), insurance ($600/yr and I'm 39 & single with clean record), reputation, performance, and safety features (I have 6 airbags, anti-collision body structure made for crashes, transmission drops below cabin area in a frontal collision just like on Mercedes).
    I really don't like that diesel costs over 20% more than gasoline in my area in the summertime and I believe this difference is even greater in winter. Diesel years ago used to cost less than gasoline in the summertime and it was a great deal for diesel owners, but not this or last year. This is the real problem with diesel as it's difficult to make up for the increased up front costs, just like hybrids. If the government would reduce taxes on diesel to promote it better, many of us would be happier.
     
    Post Reply
    Vote
    Bad stuff?

  21. Does a VW diesel make economic sense. I thought so, and perhaps someday it will. A visit to my local Albuquerque dealer revealed a 3 month wait for a Jetta Sportwagen. That's ok. Instant gratification is hard to come by. And a $2500 add-on to the price not including the $2000 worth of crap that is already added to a vehicle that doesn't need it.
    I'll wait. My decisions are 10% passion, 10% confusion and 80% common sense. I'll wait until the supply is ample, that got-to-have-it demand is worn out and, perhaps the economy is bad enough that they might find it difficult to find customers. Until then I'm replacing one of sad old vehicles with a Honda Fit.
     
    Post Reply
    Vote
    Bad stuff?

  22. "Clean diesel"

    As we know Jetta has awarded green car of the year which contain some of the specifications which leads for less emission.Hope this may drive future...with more effective manner.
     
    Post Reply
    Vote
    Bad stuff?

  23. "Miami VW Services"

    The post is really informative. My experience says, when it comes to VW maintenance services, the tools they service providers use are crucial part of the maintenance process. I had faced a serious problem by not choosing the right VW services. And, I suggest that anyone looking for VW services should ensure that the service provider is using state-of-the-art tools for its special as well as routine maintenance.
     
    Post Reply
    Vote
    Bad stuff?

  24. Desiel Fans: Take a look at an '07 - '09 E-320 Bluetec if you want some lux and economy. Don't bother with the MB suvs. My '07 routinely gets 23 - 27 mpg in town and 36 - 37 on the highway. It is a 3.0 l turbo with particulate trap, no black schmutz rolling out the back, great get up from the start with something like 389 ft lbs of torque. As long as there are big-rigs there will be diesel fuel.
     
    Post Reply
    Vote
    Bad stuff?

  25. OH I NO I THEM I LOVE MY NEW ONE DID NOT THINK AUTO WOULD BE DOG BUT IT SUPER FAST FUN FOR TAKE ON ROAD
    Sandy in PA

     
    Post Reply
    Vote
    Bad stuff?

  26. Unfortunately after doing the mathematics as many readers above have done, the economics are not in favor of diesels yet. For example, a four year old Jetta diesel Jetta sells for $3 to $4k more than a gas model, and at most, I'll save $300 year based on driving 10,000 miles a year. The numbers are facts -- economically, the diesel doesn't make sense, even with the higher gas mileage, due to the cost of acquisition capital. Of course, it's your choice -- if love the feel of 42 mpg and 500 miles between fill ups, and you're Ok paying $3 to $4 more for the very same car, then the diesel makes sense based on your preferences. That's OK -- lots of people buy expensive cars because they like them -- which is perfectly reasonable. But from a $ to $ perspective, the overall cost of owning and operating a diesel vehicle in North America is higher than a gasoline one. Believe me-- I like the diesel concept -- but the mathematics is forcing me to hold back. Maybe I should be looking at all-electric vehicles when they arrive; but again, I'm not going to pay more for them -- they should cost less when factoring capital and operating costs, otherwise they are a wash too.
     
    Post Reply
    Vote
    Bad stuff?

 

Have an opinion? Join the conversation!

Advertisement
Advertisement
Try My Showroom
Save cars, write notes, and comparison shop with hi-res photos.
Add your first car
Take Us With You!
   
Related Used Listings
Browse used listings in your area
Advertisement

 
© 2014 The Car Connection. All Rights Reserved. The Car Connection is published by High Gear Media. Stock photography by izmo, Inc. Send us feedback.
Advertisement