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2013 VW CC

Vehicle: 2013 VW CC Highline V6 4-Motion
Price as tested: CDN$48475

Performance: Without proper performance, it won’t be a proper sports coupe. In the case of this affordable 4-door coupe, which are available with 2 hearts of the matters. The base engine is the world-class 2.0TSI with 200hp and 207 lb/ft of torque, which already a hoot to drive. Or simply opt for the 3.6 liter 24-valve VR6 lies underneath the sleek hood of our tester. With 280hp going through the front wheels, on the other hand, having 265 lb/ft of torque working on taking this beauty off-the-line is the classic example of refinement and smoothness through the rev range. That’s despite of this swoopy coupe’s 3628 lb of Germanic leather-lined of luxury. Along a silky smooth powertrain comes an equally compelling 6-speed Tiptronic gearbox with paddle shifters. As far as Tiptronic gearbox goes, no one else executed better than VW. The same is said for the CC. As the shifts are crisp and smooth, with willing up and downshifs while lining up with proper gear ratios. Best of all, those flappy paddle shifters on the steering wheel are able to override at any given times.

Handling: The CC shares the same architecture as the European PQ46 Passat, which just replaced by the widebody Passat last year. While the widebody Passat is designed for wide interstate with tall buildings called America, CC is engineered toward twisty mountain bits and historical buildings called Europe. The holy grain of CC’s delightful dynamic equation lies beneath an extremely well balanced chassis with nicely calibrated suspension. The end result is a CC which feels at home on a mountain twisties as well as absorbing bumps and roughness, of which we called poorly Canadian roads. The suspension is comfortably compliant, on the other hand, its firm and supple enough to take every bits of corners with ease and joy. Push through corners, CC feels composed without feeling twitches. There are minimal body rolls and understeer is well-tempted by ESP, which acts as a guardian angel on controlling both under and oversteer when needed. In short, its as capable and as much fun-to-drive as everything we expect from VW. CC is no exception. :) When combining the effective 4-Motion AWD with its nicely tuned suspension, its like having a cake and eat it too in tough Canadian winter climate.

Brakes: With 4-wheel discs and standard ABS, CC’s braking system is up to the task. ABS doesn’t act unnecessarily is a given. While pedal feels firm and well-modulated are something we all expect from VW.

Interior: Despite of its swoppy roofline, there are more than enough headroom. Legroom isn’t as spacious as larger Passat but certainly aplentry. CC has finally become a proper 5-passenger family sedan, even if the center passenger isn’t exactly comfortable.

Up front, its everything we expect from VW. The cabin quality zooms world-class quality, CC is no exception. Nice grain of soft touch plastic and supple leather materials. All the switchgears have tactical, high-quality feedback which is very much VW. Driving position is easily find with multi-adjustable power seat with tilt/telescope steering column.

Conclusion: If you are lusting after an Audi A7 or Mercedes CLS’s image of swoopy 4-door coupe but finding their price hard to swallow, here comes your CC. This CC is capable of doing everything equally good as those two without breaking your piggy bank. The biggest bonus is CC finally comes with a handy 5-seat configuration, which would make it even more appealing than ever.

Competitions:
Acura TL
Audi A4
BMW 3-Series
Mercedes C-Class
Buick Regal
Volvo S60

OVERALL VERDICT FOR 2013 VW CC
=====================================
Performance: 4.5/5
Handling and ride/fun-to-drive: 4/5
Interior/ergonomics/user-friendliness: 5/5
Fit-and-finish/build quality: 5/5
Cargo/accessibility/layout: 3/5
Value-for-money: 4/5

Overall rating: 4/5

Long-term update: 2012 VW Passat TDI Clean Diesel

Vehicle: 2012 VW Passat TDI Clean Diesel Highline with Sport Pkg
Price as tested: CDN$40612
Mileage since picked up: 2850km
Regular maintenance: 0
Unscheduled repairs: 0

One of the main reasons for buying a VW is its fun-to-drive factor. Many would have thought the Americanized Passat have lost some of those magic VW touch. The new Passat drives like a VW, feels like a VW and its every inch a VW. While we prefer a quicker steering ratio for more responsive dial into a corner, its more than willing to cope with everyday situation, which is what a mid-size family sedan is all about. The architecture, which shares with Jetta and Beetle, are rigid and solid. In fact, it feels exactly like a German car should be. Suspension is comfortably compliant and supple. The overall balance between handling and ride are what set VW apart from other competitions.

2012 VW Golf R

Vehicle: 2012 VW Golf R 5-doors
Price as tested: CDN$39675

Handling: We Canadian have missed out both Mk4 and Mk5 Golf R32. Thankfully, VW Canada is bringing us a Mk6 Golf R as a compensation. :)

Every great hot hatch has to come with a great dynamic equation. Golf R certainly up to the task for that requirement. Compare to a more mainstay Golf GTI, VW has recalibrated its suspension geometry, while stiffening up the chassis and adding Haldex AWD to the party. The desired result is nothing less than astounishing. The suspension is both supple and firm enough for enthuisastic driving, on the other hand, its comfortably compliant enough for daily driving. Unlike many of those sports cars, which tend to beaten you up like crazy on patholes and washboard pavements. R has eaten those up with ease. The XDS is another electronic aids which given the power to the outside wheel. It’s work ethics is similar to Torque Vectoring, for the most parts. As its gives most power to the outside wheel = less steering input = less understeer = smoother way out of the corner. On paper, it looks impressive. In real life situation, it works like champ when combined with the effectiveness of Haldex AWD system. That means R has minimal understeer when pushed through corners, although it does surface to give driver some needed attention. Its electro-mechanical steering provides sharp and responsive feedback without feeling abrupt. Its both calm and deliver the right amount of feedback to what driver needs it most. ESP doesn’t step in unnecessarily added to the fun of driving a hot hatch.

Performance: VW has messaged their venerable EA888 2.0T engine series for R’s performance aspect. That means its 265 stallion and 243 lb/ft of torque at driver’s right foot. As we all expect from this world-leading turbocharged 4-cylinder engine, its level of refinement and NVH are nothing but amazing. VW has taken it a notch by upping the horsepower to 265, which means its even more capable than ever. That’s especially true when revving it pass middle and upper rev ranges. Thanks to remap ECU, along with all sorts of variable valve timing and electronic throttle as hosts. All have done without the annoying turbo lag one associates with small turbocharged motor. The R only comes with a well-designed 6-speed manual gearbox. In the past, I wasn’t fond of VW’s manual gearbox with its rubbery gates. R’s application has to be their best effort. As the gates are well-defined, gear ratios are nicely set and clutch, well, its light and progressive with the proper feedback.

Brakes: Here comes along the braking system, one that’s well worthy of the R badge. If you expect large 4-wheel discs and standard ABS to provide admirably well, you are extremely correct. As it provides short stopping distance, with brake pedal that is fade-free after a couple of harsh stops. The pedal always feels firm and well-modulated. ABS doesn’t kick in abruptly is a given.

Interior: Most sports cars come with compromises when it comes to luggage space, Golf R isn’t. With the rear seats up, it has 14.6 cubin feet of cargo space. When its fold completely flat into the floor, it quickly expanded to 45.9 cubin feet of usable luggage space. As per VW standard, everything else has been nicely carperted and box in. There are low liftover with minimal side instrusions.

Up front, the biggest highlight are those awesomely supportive sports bucket seats and flat-bottom steering wheel. The dash materials continue to be impressive, so does the initutiveness of its auto climate control. Finding driving position is a-piece-of-cake with tilt/telescopic steering column and multi-adjustable driver’s seat.

Conclusion: There are sports cars which handle like a digging but with lots of compromise. Then there are plain jean family car which is practical but boring as hell to drive. Golf R, however, is the happy compromise of both counts. Its a hoot to drive, efficient, effective and practical. All does so with a price that is easy to swallow. No wonder Golf R continues to be one of Directshift garage’s most desirable to own members.

Competitions:
Audi A3 Quattro
BMW 328i
Subaru Impreza WRX
Mitsubishi Lancer Evolution

OVERALL VERDICT FOR 2012 VW Golf R
=====================================
Performance: 5/5
Handling and ride/fun-to-drive: 5/5
Interior/ergonomics/user-friendliness: 5/5
Fit-and-finish/build quality: 5/5
Cargo/accessibility/layout: 5/5
Value-for-money: 5/5

Overall rating: 5/5

2012 VW Beetle 2.0T

Vehicle: 2012 VW Beetle 2.0T Sportline DSG with Fender stereo and Panoramic sunroof
Price as tested: CDN$39075

Performance: While The Beetle’s engine is no longer at the back, does that make it less of what a Beetle is? We will find out after this review.

In the beginning, there will be only 3 forms of engines powering The Beetle. There will be 2 forms of gasoline engines. A 2.5 liter 5-cylinder with 170hp and 175 lb/ft of torque, which has been widely used in Golf, Jetta and Passat. The engine of choice, however, is VW’s excellent EA311 engine series. This directly injected 2.0 liter 4-cylinder with DOHC, 16-valve and variable valve timing, have been widely praised. If you aren’t looking for ultimate in fuel economy while putting more emphasize on perforamce, the 2.0 liter turbocharged engine is a better choice than the equally compelling 2.0 liter TDI we have loved in VW. Back to the subject of that 2.0T, it has a good 200 ponies and 207 lb/ft of torque at driver’s right foot. The result is simply amazing, as it has always been judged as world’s finest forced induction turbocharged engine available. It has the uncanny abilities of providing 6-cylinder-esque performance while returning a healthy 8 liters per 100km average when it comes to fuel consumption. That’s despite the fact that it has to drink Premium 92 instead of Regular 87, as Hyundai/Kia’s equally competitive 2.0T does. The engine smoothness, refinement and NVH are all but excellent. When mesh the light throttle, there is absolutely no turbo lag whatsoever. All it has done is smooth delivery of potent power even when carrying Beetle’s 3042 lb of romantic curb weight. Mated with this excellent 2.0T is the equally well-engineered DSG. This DSG uses two clutches, one control odd gears while the other control even gears. Its able to shift quicker than any F1 driver while returning exceptional efficiency. It has the desired effect on providing crisp shifts without losing anything to economy. However, it doesn’t have paddle shifters on the steering have detracted some of Beetle’s sporty attitude when it comes to driving experience. VW should make paddle shifters standard, as it does with GTI and GLI.

Handling: To take this into perspective, Beetle no longer shares its architecture with Golf. Instead, The Beetle, as VW wouldn’t want us to call “New” New Beetle. The architecture of what Beetle is sourcing, has been widely used in the recently launched Jetta and Passat. The same versatile modular architecture will be sourcing to the incoming Americanized replacement of the Tiguan and Touareg crossovers. As the auto industry becoming more cost-conscious, its a very smart move with sharing architecture with modulars becoming so versatile these days.

Considering The Beetle has such a wonderfully engineered architecture to begin its life with, there are plenty of potential for engineers to upgrade its mounting points for future performance models. Up until we see the rumored Beetle R, as to Golf R and Scirocco R. The 2.0T with sports suspension is the sportiest Beetle to date. While the outgoing New Beetle 1.8T handles relatively well, it lacks the sharpness and reflexes of some of its rivals namely Mini Cooper S. With The Beetle’s recalibrated suspension geometry, this iteration finally has the goodies to back its more manly looks. The result is a Beetle which handles as docile and sweetly as anything else on the road. The electric power steering provides sharp responsive while feel and feedback are on par with anything from any hot hatches. With the standard XDS and ESP, which are able to eliminate understeer while providing less steering input, when entering a corner. It makes Beetle feels sporty and athletic, without breaking a sweat. There are minimal body rolls when pushed while controlled understeer. Dynamically speaking, its a quantum leap forward over its predecessor.

Brakes: With 4-wheel discs and standard ABS, its pedal feel lives up to VW’s reputation as a quality car builder. The stopping distance is short, while pedal feels alive and well-modulated. ABS only acts up at the right time at the right place wrap up the whole compelling package.

Interior: While the previous Beetle has a nicely designed interior, its quality of materials and ergonomics are its major hiccups. The introduction of the next generation has improved this area significantly. Gone is the cheap and cheesy plastic, which tend to wore up poorly. The newfound materials have a tactical feel and feedback on its switchgears. There are enough soft-touch plastic on the dashboard, while the color-keyed trim on the dash and door panels are able to broken up the raw austere interior nicely. Combined with a touch-screen stereo and auto climate control, which have worked effectively and initutively. The only thing it can remind you as in last Beetle is the poor rear visibility, while front visibility has vastly improved with shorter hangs between hood and cowl.

While I am not a stereophils, our Sportline’s optional Fender stereo does provide exceptional sound quality. The optional Panoramic sunroof also opened up the cabin nicely.

The backseat remain pretty cramped, when it comes to headroom and legroom. However, luggage space has been much improved when it comes to loading especially with 50/50 split fold-down rear seats. When the rear seats are up, 15.4 cubin feet of cargo space. After folding them down, its able to increase to 29.9 cubin feet. While you can’t compared to the wagon-like versatility, say a Golf GTI, it certainly up to the task considering Beetle as a fashionable statment rather than a practical hatchback from the get-goes.

Conclusion: The latest iteration of Beetle represents a quantum leap forward over its predecessor. Its musclar looks certainly will appeal to more manly market, especially with the 2.0T. Then add a delicate dynamic abilities and interior which is finally worthy of the VW badge. The Beetle has become a contender instead of a fashionable car which needs to play catch up. My only gripe, however, is not deal with The Beetle itself. I only hope VW’s marketing program is able to make The Beetle successful all the way from the introduction to its product mature status, unlike New Beetle which died down only after first few years of hypes.

Competitions:
Fiat 500
Hyundai Veloster
Honda Civic Si
Kia Forte Koupe
Mini Cooper S
Scion tC

OVERALL VERDICT FOR 2012 VW Beetle 2.0T
=====================================
Performance: 4.5/5
Handling and ride/fun-to-drive: 5/5
Interior/ergonomics/user-friendliness: 5/5
Fit-and-finish/build quality: 5/5
Cargo/accessibility/layout: 3/5
Value-for-money: 4/5

Overall rating: 4/5

Long-term update: 2012 VW Passat TDI Clean Diesel

Vehicle: 2012 VW Passat TDI Clean Diesel Highline with Sport Pkg
Price as tested: CDN$40612
Mileage since picked up: 1200km
Regular maintenance: 0
Unscheduled repairs: 0

There are 3 engines which powering up the new Passat. The base engine is the same one which share with Golf and Jetta. A gutless 2.5 liter straight-5 with 170hp and 177 lb/ft of torque. While we find this application works fine in lesser silibings, it doesn’t cut a mustard when it compares with most of Passat’s competitions. Although its 6-speed Tiptronic does come with Sport mode, its level of refinement and responsiveness have nothing on its Japanese and Korean rivals.

Next up is the 3.6 liter V6 with 280hp and 258 lb/ft of torque. Just when both Hyundai and Kia, with Ford and Chevrolet following suit, on ditching V6 in flavor of turbo-4 as optional engine. VW, which follow Toyota and Honda’s playbook, keeps its V6. Despite of overall less than 10% of taken rates, less so when the gas prices skyrocketing. V6′s level of refinement and smoothness are something intangible. Something consumers who aren’t afford to afford a more expensive entry-level luxury sedans who seriously consider, when gas prices aren’t taken into serious consideration. Both the engine note and 6-speed DSG w/paddle shifters are anything on par with Camry and Accord counterparts. Press it to the max, it really shown the difference between a V6 and turbo-4 on upper rev ranges when it comes to engine refinement and flexability.

The engine of choice for Passat, as with most of VW’s product range, has always been their amazing TDI Clean Diesel. Stand outside of our Passat, the slight clutter could only be remind anyone that it is diesel-powered. Slip inside the luxurious interior, both the enthuisasits and non-enthuisasts are not to notice any diesel clutter. It really has shown how far modern diesel technology has come along. Given our loaded Passat Highline comes in no less than 3396lb while having 236 lb/ft of torque, which is about as much as its V6 silibing. Has generated an average of 6 liters per 100km combined fuel economy is nothing short of amusing. Most of the credit goes to TDI’s utmost efficiency and beauty of Tiptronic gearbox with decent gear ratios.

Next up. We will tell you more about Passat’s interior. :)

Long-term introduction: 2012 VW Passat TDI Clean Diesel

Vehicle: 2012 VW Passat TDI Clean Diesel Highline with Sport Pkg
Price as tested: CDN$40612
Mileage since picked up: 60km
Regular maintenance: 0
Unscheduled repairs: 0

While its pretty much well-known that Directshift is a huge fan of VW Passat, the general audience certainly disagreed. The previous Passats simply were too quirky for their own good. It doesn’t provide as much mainstreamness to the consumers as what Camry, Accord, Malibu or even Altima deliver in the process.

VW has taken a playbook from Honda. This playbook has worked exceptionally well for Honda, as there are two different versions of Accord. While the European Accord nee Acura TSX, provides sharp handling and playful character, the North American Accord is all about comfortable highway cruising and value content. Unlike Honda, however, VW decided not to bring the European Passat across the Atlantic. The twist is to produce the new Passat in VW’s new Chattanooga Plant for North American consumption.

Our first impression with the new “mainstream” Passat has been extremely well, unlike Jetta with similar approach. In fact, its so good that Passat TDI was good enough to earn our “Green Car of the Year” beating Buick LaCrosse E-Assist and Chevy Cruze Eco.

How well will this made-in-America Passat fare, when it comes to ownership experience? Does it continue to deliver VW’s trademark fun-to-drive factor during the process of blending in the mainstreamers?

We will continue to update over the next few months. :D

2012 VW Tiguan

Vehicle: 2012 VW Tiguan Highline 4Motion with Technology Pkg and Sport Pkg
Price as tested: CDN$50008

Performance: Facing with many stiff competitions from both Korea and Germany, its about time for VW to revise their compact Tiguan crossovers.

Beneath the redesigned grille lies VW’s world-renowed 2.0TSI powerplant. This turbocharged 2.0 liter DOHC 4-cylinder 16-valve unit is good for 200 ponies and 207 lb/ft of torque, which even if Tiguan has to carry 1541 kg on our top-of-the-range Highline trim. It still has plenty of get-up-and-go whenever driver nails the electronic throttle. Unlike many of the turbocharged engines, this TSI doesn’t have the annoying lag, which tend to make the car feels rather ordinary before certain rpm. In fact, it spools up quickly and efficiently, on whenever demands it. That makes the Tiguan has the fuel economy of a small 4-cylinder, we averaged of 12 liters per 100km, which has to be considered to be really good given its performance prowess and overall mass. When it comes to refinement, NVH and smoothness; this TSI engine is simply world-class. Its engine idling and revving quality are anything but feel like a 4-cylinder, in fact, it feels more like a V6. Mated with this engine is VW’s 6-speed Tiptronic gearbox. While the gearbox has excellent gear ratios, which the bottom two gears are low enough for peppy acceleration. Middle 3rd and 4th always keep the engine in sweetspot while 5th and 6th for comfortable cruising. The lack of a proper paddle shifters are something that its been crying out for. Without the paddle shifters, its better to leave the gearbox in “D” for comfortable cruising abilities.

Handling: Based on Golf’s excellent architecture, Tiguan has a great place to begin with. Combined with the excellent 4Motion AWD, which automatically transfers the power from the front wheels to all four wheels, whenever it detects wheel slippage. Along with the excellent ESP which eliminates both understeer and oversteer. The Tiguan feels pretty much like a hot hatch, when it comes to dynamic abilities. The body motion is well-controlled, while the suspension is exceptionally calibrated, for both sharp handling and comfortable riding quality. The result is a crossover which handles like a hot hatch while riding like any proper luxury car. The electric power steering provides sharp and responsive feedback. When its time to push the Tiguan into a corner, the body first takes a set before it settles itself nicely with well-calibrated suspension.

Brakes: With 4-wheel discs and standard ABS, Tiguan’s braking system up to the high standard usually set by VW. The stopping distance is short, while pedal feels solid and easily modulated. All combined with the ABS which acts up at the right time wrap up the whole equation.

Interior: The Tiguan’s luggage space is nicely layout. With proper carpeting, a low liftover and fold-down rear seats; Tiguan has up to 56.1 cubin feet of cargo space. It also has a rear washer/wiper to clean off the back window. If there is a drawback, its the rear glass doesn’t open independently.

With Highline’s huge sunroof, it opens up Tiguan’s cabin nicely. The rest of the interior is typically VW form-follows-function philosophy. No electronic gimmicks. Everything else is about top-notch build quality and workmanship. The leather seats are both comfortable and well-foamed.

Conclusion: If there is one huge drawback of Tiguan, its the use of Premium fuel. Other than that, its still has enough merits to challenge the new rivals. The interior is comfortable, along with a great chassis with a nifty 4-Motion AWD system. Until the arrival of a more North American-oriented compact crossover from VW, Tiguan should solider on nicely for a couple more years.

Competitions:
BMW X1
Honda CR-V
Hyundai Tucson
Kia Sportage
Nissan Rogue

OVERALL VERDICT FOR 2012 VW Tiguan
=====================================
Performance: 4/5
Handling and ride/fun-to-drive: 4/5
Interior/ergonomics/user-friendliness: 4.5/5
Fit-and-finish/build quality: 4.5/5
Cargo/accessibility/layout: 3/5
Value-for-money: 4/5

Overall rating: 4/5

Short test: 2012 VW Jetta GLI

Vehicle: 2012 VW Jetta GLI
Price as tested: CDN$27475

When the Mk6 Jetta came out last year, many of us have considered it a regressive instead of a progressive move. Cheap interior, rear drum brakes with rear beam suspension. VW has promised us a GLI, which basically is a sporty version of Jetta. The GLI received a 200hp 2.0 liter turbocharged engine with direct fuel injection, multi-link rear suspension and interior materials which are up to standard of what VW used to known for.

The multi-link rear suspension really have paid dividend when it comes to dynamic abilities. GLI feels every bit as a sports sedan as GTI as a hot hatch. The turn-in is sharp and crisp, with minimal understeer and body rolls. What standard Jetta lacks, in terms of driving sophiscation, GLI brings back aplentry. When pushed GLI on track or open road, it provides plenty of driving pleasure as what VW stands for. An affordable German car which provides as much driving fun as many of its more expensive counterparts.

Along with 200hp, 207 lb/ft mated with astounishing 6-speed DSG provides wonderful piece of engineering. This 2.0T has been judged as the world’s best 4-cylinder turbocharged engine right from day one. It worths every pennies, with plenty of low-end torque without any sorts of turbo lag. The turbo spools up quickly and efficiently without any hestiation. As for its DSG, try find any gearbox which up and downshift as quickly and efficiently, at any price range.

While there are still some cheap pieces in minor area. VW finally gives back what it has been known for in years, classy interior materials. The top of the dashboard finally wraps up with soft-touch plastic that is worthy of the VW emblem. The leather sports seats provide plenty of side, back and shoulder support without feeling confining. Unfortunately, instrusive trunk hinges remain at the back of the Jetta.

The GLI, is indeed, a Jetta for we driving enthuisasts instead of 99.9% of car buying population. That’s because it finally received what we demand in the first place. VW is, first and foremost, a progressive company. We were disappointed with their regressive move on “lowest common denominator” Jetta. But we are very delightful on the move with this Jetta GLI.

Likes:
Interior improvement
2.0T/DSG combo
Sports seats
Handling

Dislikes:
Instrusive trunk hinges
Undefended ESP

Competitions:
Acura TSX
BMW 323i
Hyundai Sonata 2.0T
Kia Optima 2.0T

2011 VW Golf R

Vehicle: 2011 VW Golf R 5-doors with DCC
Price as tested: CDN$42800 (Estimated)

Performance: Golf R32 has always been our favourite hot hatch. Will the new Golf R continue this trend? We will tell you after this test drive.

As VW VR6 engine series has started to age, both in terms of refinement and emission standards. VW needs another engine that is able to step up the plate in their halo R-series of performance cars. Instead of using the newly developed EE888 in latest GTI, VW decided to use the proven EA311 in their halo car. That’s because EA311 offers the same kind of refinement, smoothness with better take on horses and torque. The result is 270hp and 258 lb/ft of torque going through all wheels. All have done without those annoying turbo lags with those tuned turbocharged engines. The smooth delivery of power from all rpm, right from the low of the rev range to the redline, have shown the way to go for a turbo-4 is a right decision. Mated with this engine is VW’s delightful 6-speed DSG. The reason for going for 6 instead of 7-speed is because it is able to handle 258 lb/ft of torque with proven reliability. As usual, this DSG is the godsent in the automotive industry. It shifts quicker than any manual gearbox while offering paddle shifters for any enthuisasts. What makes it so good is the paddle shifters are able to drop the cone at whenever gear you are in. The gear ratios are just damn perfect for R’s sporty character.

Handling: Thanks to R’s transformation from a 6 to turbo-4, the front heaviness of previous R32 have been seriously addressed. What makes the R feels so much sharper to drive than any of its forebears is the optional DCC, or what VW called Dynamic Chassis Control. Press the “sport” button on the center console, it really have transformed a great hot hatch into an astounishing one. Both the steering, suspension and even sports seats are all tightened up for true enthuisastic driving. All have done without losing the compliant through the exceptionally well-calibrated suspension. Then add to the fact that Haldex AWD is one of the best AWD systems in the world, despite of its “detect then grip” characteristics, while ESP acts as a second line of defence, Its really hard to get R out of line even when pushed hard into any corner. The steering is sharp and precise, with great feel and feedback. There are minimal understeer and body rolls. All of these add up to the truly entertaining package that is second-to-none. Oh, all the smiles. :D

Brakes: With 4-wheel discs and standard ABS, R stops like its on a dime. The stopping distance is short, while pedal feels sharp and well-modulated. Even after a couple of hard stops, it remains fade-free. An unintervened ABS rounds out the overall nice package.

Interior: When fold down the rear seats, R has continued to score well with fold down rear seats. Add to the low liftover and minimal wheel instrusions, it can basically say you can have both performance and practicality all in one attractive package.

The biggest highlights to R’s superb interior are its great sports seats and touch-screen stereo system. Former offers wonderful thigh and shoulder supports, while latter is initutive and user-friendly.

Conclusion: As a response to the question I posted on the top. R will continue to be our favourite hot hatch. When you consider the fact that R offers top dog performance, handles like a dream and a superb interior; its an icing-on-the-cake for being our favourite.

Competitions:
BMW 135i
Subaru Impreza WRX STi
Mitsubishi Lancer Evolution

OVERALL VERDICT FOR 2011 VW Golf R
=====================================
Performance: 5/5
Handling and ride/fun-to-drive: 5/5
Interior/ergonomics/user-friendliness: 5/5
Fit-and-finish/build quality: 5/5
Cargo/accessibility/layout: 4/5
Value-for-money: 4/5

Overall rating: 5/5

2012 VW Passat TDI Clean Diesel

Vehicle: 2012 VW Passat TDI Highline with Sport Pkg
Price as tested: CDN$36100

Performance: Previous Passat have always been being too quirky for its own goods. While its merits are good enough for being an enthuisast driver’s driver, it doesn’t seem to appeal to the general audience. Will the latest made-in-States Passat finally able to put this puppy back into the mainstream? We will have the answer at the end of this test drive.

Beneath VW’s family face lies 3 different powertrains. The base engine is the same 2.5 liter straight-5 which share with both Golf and Jetta. In the case of Passat, it provides up to 170hp and 177 lb/ft of torque. The refinement and NVH are a notch above those of the lesser VWs thanks to additional insulation through the firewall. On top of the Passat chart, its the V6 with 3.6 liter and 24-valves on top of variable valve timing and electronic throttle. This uplevel powerplant has a good 280hp and 258 lb/ft of torque which mated to its sweet 6-speed dual clutch gearbox. However, the engine of choice has to be VW’s amusing TDI clean diesel. Its not only have similar torque delivery as many of the V6 engines while returning the fuel economy of a small gasoline 4-cylinder. The straight-5 just feels a bit rough for a mid-sizer, while V6 has put too much weight on the front of the vehicle.

What makes the Passat stands out from the crowded mid-size family sedan rivals is the available with VW’s wonderful TDI, or Turbo Direct Injection. Unlike many of its rivals which mainly with gasoline or hybrid powertrains. This 140hp 2.0 liter TDI has up to 236 lb/ft of torque at driver’s right boot. Upon many of its insulation upgrades, it makes the already superb diesel powertrain even more refined and smooth than ever before. The 236 lb/ft of torque just launch the heavy 3400lb Passat with authority. When mated with the amazing 6-speed dual clutch gearbox, which have two clutches to control both odd and even gears; are able to provide decent gear ratios for Passat’s launching with tall enough ratio for comfortable highway cruising. It shifts quicker than any of the F1 driver with quickest legs in the world, while providing more efficient shifting geometry than any of those traditional automatic gearbox. When mated with the optional paddle shifters, DSG *IS* lots of fun even for a family sedan. As for the whole TDI itself, its just plain world-class when it comes to refinement, smoothness and NVH. That said, TDI is definitely the engine of choice in the new Passat. :D Our test average of 6 liters per 100km is nothing short of amazing for such a large family sedan. :)

Handling: When it comes to real estate, its all about location, location and location. In the automotive universe, its all about product, product and product. VW has decided to learn from Honda’s playbook by offering 2 different flavors for Passat. While the European Passat continues to be quirky and different, North American Passat is about being mainstream. The European Passat continues to be based on PQ46 architecture, North American Passat will share the same architecture as the just-launched Jetta. That explains why Jetta is named as NCS while Passat is named as NMS. Despite the fact that the architecture of North American Passat is diffferent than the more expensive to produce European Passat, its more than just a “Jetta XL” as one would have believe. What a delightful surprise is how much European influence VW has put through the whole development process of the whole architecture. It really shown how first rate engineering is able to transform a rather sedate floorpan into a classy act.

Given on how exceptionally engineered Mk6 Jetta’s architecture has been though the whole process, it doesn’t come as a surprise Passat is a very capable car. Despite of Passat’s origin as building a comfortable family sedan with the North American audience, its European roots have shown through extensively through its enthuisasm to its driving capabilities. The electric power steering provides sure-footness feel and feedback, with excellent precision and responsiveness which have been the hallmark of all VW products. There are minimal body rolls while understeer is well-tempted. Passat’s suspension has been extremely well-calibrated, it doesn’t lost anything to its sporty predecessors, when it comes to balancing confident handling with supple ride comfort. Even if it has been built with North America’s wide freeway in mind, it hasn’t list anything with it comes to suspension sharpness with a sense of supple ride quality. The latter has been a rarity in this class of cars. While there are many which ride like a landyatch, they don’t really handle. Passat has found a happy compromise between European handling prowess and ride comfort, which combines Teutonic suppleness with a sense of softness that should please the general audience nicely. The advanced ESP has able to control both understeer nicely, which make really hard to get Passat out of hands even when pushed it into the envalope.

The silver linings behind this Americanized architecture will be the demise of the following neat ideas. There will be no more turbocharged 4-cylinder engine and 4-Motion AWD system. What is the saddest, at least to yours truly, is the lost of the beautiful Passat wagon. :( Perhaps I should just forget about how sweet the drive of Passat R36 last year.

Brakes: Given Passat’s porky curb weight, its braking performace impresses. The stopping distance is short while pedal feels crisp yet linear. There are always lives when it comes to dropping the anchor without showing any brake fades. On top of that, its ABS doesn’t show up unncessarily is an added bonus.

Interior: The best word to describe Passat’s interior space has to be “huge”. When it comes to rear legroom, there are plenty of space for passengers to sketch their legs even for the middle one.

In terms of luggage space, Passat aces it. Despite of the fact that VW decided to use the cheaper instrusive trunk hinges, which tend to cut into anyhing underneath the trunk. The rest of the Passat’s cargo space is amusing. The liftover is low, side sills are wide enough with minimal wheel instrusions. It all have done very nicely. In some kind of an ironic twist, Passat’s trunk is almost being describe as “too large”, as one really have to dig inside the deepest to get the most out of the packages from the proper fold-down rear seats.

In front, Passat has finished nicely with soft-touch plastic and leather materials. The auto climate control has solved many of VW’s usual quirks, they have given a more initutive design than ever before. The leather seats are well-fitted with excellent back and thigh support. Add to the nice sounding Fender sound system, Passat is a great place to enjoy a long journey. Optional carbon trim has added a sense of sportiness to the rather sedate family car interior. One thing which still haven’t bought Passat off VW’s quirkness is the power seats. The power adjustment is only for the up and down, for both seatback and cushion instead of a 100% power variety.

Conclusion: There are plenty to going for in the new Passat. The TDI is one sweetheart of an engine, it handles relatively well with loads of standard features right from the get going. Its spacious rear seat and luggage space are icing on the cakes for a proper family automobile. Despite of its mainstream character might piss off some of VW’s faithful, it should appeal to general public who are looking for a proper family sedan with European influence. That’s exactly what VW is looking for when its time to widen Passat’s appeal.

Competitions:
Honda Accord
Toyota Camry
Nissan Altima
Kia Optima
Hyundai Sonata
Mazda6

OVERALL VERDICT FOR 2012 VW Passat TDI Clean Diesel
=====================================
Performance: 5/5
Handling and ride/fun-to-drive: 4.5/5
Interior/ergonomics/user-friendliness: 4.5/5
Fit-and-finish/build quality: 4/5
Cargo/accessibility/layout: 5/5
Value-for-money: 5/5

Overall rating: 4/5

Long-term wrap-up: 2011 VW Jetta 2.5

Vehicle: 2011 VW Jetta 2.5 Comfortline with 6-speed Tiptronic, Multimedia Pkg, power glass moonroof and Cornsilk trim
Price as tested: CDN$26640
Mileage since picked up: 10000km
Regular maintenance: 0
Unscheduled repairs: 0

If we have to pick a car which considered as the most controversial in 2011, the 6th generation Jetta has to be on the top of the list. The main reason is how Americanized this generation of Jetta in relative to all of its predecessors. Yes, its no longer a “Golf with a trunk” simply because it no longer sharing the same floorpan. But mostly of what VW has done beneath the skin.

As much as a VW faithful, as well as an ex-owner of a 1999 4th generation Jetta. I wasn’t too fond of 6th generation when it first came out. That’s mainly due to the fact that VW has sharpened the pencil a bit too much in flavor of going mainstream. The regressive moves from rear beam suspension to hard plastic dashboard have made VW community completely insane. However, its sales volume has suggested otherwise. All these changes have put Jetta into the mainstay instead of being a niche. As we are speaking, VW just can’t produce enough Jetta for the audience. Latest news is that the enthuisast-driven GLI has to delay due to huge demand for garden-variety Jettas. It is one of the hottest cars in compact class right now, alongside the new Elantra and Focus.

In terms of reliability, we are very surprise during the long-term test. It doesn’t have any cracks and rattles despite of all the cost-cutting measures VW have put through the whole car. In fact, it feels more solidly built than all the previous long-term Jettas have gone before. That’s a huge surprise given the lack of detailing and material quality. Improving quality and reliability aside, VW has promised to improved the shortcomings which journalists have complained about the current car during its mid lifecycle updates.

That begs the question. Would I recommend the latest generation of Jetta to anybody else?

If it equipped with VW’s delightful 140hp 2.0TDI, that is the sublime combination which I would get with DSG. If you are intended to go with its gasoline counterparts, there are much better alternatives at its price range. The Golf, which sold alongisde Jetta in the same showroom, offer far superior build and material quality with the practicality of a hatchback or wagon to boot.

The reason why we are recommending the wonderful 140hp 2.0TDI instead of 170hp 2.5 liter is for one major reason. On the one hand, the 2.0TDI + DSG combo is able to gain exceptional fuel economy without losing the refinement of gasoline counterparts. The TDI gets an average of 6L/100km, which is nothing short of amusing consider Jetta’s weight. Unfortunately, 2.5 liter 5-cylinder on our long-termer had 9L/100km. That’s very disappointing when its time to compare to many of its gasoline peers. And please don’t let us start on that ancient 2.0 liter 4-cylinder 115hp engine in the base Jetta. This engine is slated for a complete phase out after serving VW family for more than two decades. We are anticipating to see whether the incoming base motor for VW will be a competitive one, when it comes to combining performance with economy.

The bottom line. The execution of number 6 Jetta has surpassed our expectation over the period of time. Will the “Tennesse Waltz” between VW work with the North-American Passat?? We will have a full-blown review and, hopefully, a long-termer in the near future. :)

Likes:
Progressive styling
Friendly ergonomics
Improved passenger + luggage space
Lowered price

Dislikes:
Fuel economy
Interior plastic
Trunk hinges

Competitions:
Chevrolet Cruze
Honda Civic
Toyota Corolla
Mazda3
Ford Focus

Long-term update: 2011 VW Jetta 2.5

Vehicle: 2011 VW Jetta 2.5 Comfortline with 6-speed Tiptronic, Multimedia Pkg, power glass moonroof and Cornsilk trim
Price as tested: CDN$26640
Mileage since picked up: 6000km
Regular maintenance: 0
Unscheduled repairs: 0

This 170hp 2.5 liter straight-5 originated from previous iteration of Jetta. This powertrain began life in 2005 Jetta. When it first introduced, it was a mix review. While many love its wide torque curve, there are many who aren’t fond of its engine note. There have been many straight-5 came before this unit, namely Audi which innovated this quirky and unique cylinder firing configuration back in the old days. There had been many followers from Acura Vigor to Volvo 850. VW has refined the I-5 unit to the point, which have much more pleasant engine note than it first introduced, especially when we pushed through the rev range. The 6-speed Tiptronic has matched its powerband relatively well. Its fuel economy remains underwhelming, which we have an average of 8.9 liters per 100km. That is below class standard. That set, the engine of choice remains VW’s delightful 140hp 2.0TDI with DSG.

On our next update, we will wrap things up. As well as answer one important question. Does the mainstreaming of Jetta bite VW in their own ass with all those cost-cutting, or plain just make it more competitive in entry-level segment?

2011 VW Touran 1.4TSI

Vehicle: 2011 VW Touran 1.4TSI Highline with 7-speed DSG
Price as tested: CDN$27350 (Estimated)

Performance: While there are many powertrains available for Touran, the subject of our tester is powered by VW’s sweet twincharged engines, which combined both supercharge for low-rpm while turbocharge for middle and upper ranges. In Touran’s case, it has been rated 10 more hp and 5 lb/ft of torque than its Golf counterparts. That means it has 170hp and 180 lb/ft of torque through this twincharged engine. The throttle response is peppy, even if Touran has to carry 7 passengers. Just don’t judge the book by its cover, especially when it comes to engine displacement. This twincharger delivers 6-cylinder performance with the fuel consumption of a 4-cylinder. While Touran is weighting in at 1580kg, the whole Touran is a willing performer. What makes the Touran so responsive and such a willing performer is VW’s superb 7-speed dual-clutch gearbox, which provide world’s fastest speed when it comes to up and downshifting. The uncanny abilities of providing crisp down and upshifting have done greatly to fuel economy and efficiency. The paddle shifters on the steering wheel just add to the fun anyone can have with the Touran.

Handling: No one would ever doubt VW’s chassis engineering prowess. When you consider Touran is riding on world-renowed Golf chassis, there would be no doubt on its chassis rigidty and stiffness. That makes Touran what an exceptional handler when it comes to corners. Touran exhibits controlled body rolls and safe understeer when pushed hard into twisties. ESP doesn’t step in unnecessarily, although it acts as a guardian angel due to its people mover status. The electric steering provides excellent feel and feedback, with enough precision and response to driver input. Ride comfort rates at the top of its class. When it comes to overall dynamic abilities, Touran is able to give its class-leader Mazda5 a-run-for-its-dollars. It is a people mover that provides plenty of driving pleasure without losing any occupant comfort.

Brakes: When it comes to braking prowess, Touran definitely lives up to VW’s billing. The stopping distance is short, while pedal feel is solid and reassuring. The pedal always feels alive and confidence-inspiring, while ABS doesn’t step in unnecessarily is an added bonus.

Interior: The biggest drawback to Touran’s interior packaging is the short of luggage space when the 3rd row is up, which is almost none. The 3rd row, however, doesn’t fare much better. Its the complete lack of head and legroom. The 3rd row is better leave for small children, not even considering for adults on a short trip.

2nd row is more than acceptable given Touran’s physical dimensions. All things considered.

In front, Touran continues VW’s class-leading use of plastic and leather materials. There are plenty of soft-touch plastic materials on the dashboard and door panels. The instrumentation gauges are clear and analog, while auto climate control and touch-screen stereo are initutive. Leather seats are well-foamed yet comfortable.

Conclusion: Despite of my criticisms of Touran’s interior space, it would work decently if you consider it as a Golf wagon with 2 extra seats for occassional use. The rest of the car is very well-executed, as does with every VW products. It has plenty of power, handles extremely well with class-leading use of materials. In short, a very nice package.

Competitions:
Mazda5
Honda Stream
Toyota Wish

OVERALL VERDICT FOR 2011 VW Touran 1.4TSI
=====================================
Performance: 4/5
Handling and ride/fun-to-drive: 4.5/5
Interior/ergonomics/user-friendliness: 5/5
Fit-and-finish/build quality: 5/5
Cargo/accessibility/layout: 2/5
Value-for-money: 4/5

Overall rating: 4/5

2011 VW Touareg TDI Clean Diesel

Vehicle: 2011 VW Touareg Execline TDI Clean Diesel
Price as tested: CDN$64715

Performance: Performance and efficiency have never been associate with any SUV. VW has promised to change that perspective with the new Touareg, TDI Clean Diesel version. Does this Touareg perform while retain its gold standard in premium SUV segment? We intend to find out after this test drive.

As its name suggested, the Touareg is powered by VW’s astounishing 3.0 liter TDI 24-valve V6. This engine, in fact, is so good that its the replacement for Audi-sourced 4.2 liter FSI V8 in the new Reg. The result is 225hp, while more importantly, 406 lb/ft of torque, in order to move this 2256kg of German luxury beast. Even with its porky curb weight, the Reg is able to move with authority. Although it doesn’t seem like particularly quick on paper, its turn-of-speed is far more responsive through seat-of-the-pants feedback. The throttle response is quick and linear. All have done it beautifully with the nifty 8-speed Tiptronic gearbox. As with many of those trillion gear gearbox, it always reminds of you there are many gears to move through during its engineering process. Despite of all those gear changing sensation, Reg’s gear ratios have been properly spaced. The 1st and 2nd are really low for TDI’s exceptional acceleration through its insane low-end torque. 7th and 8th are tall enough for Autobahn-like cruising. Its those between 3rd and 6th, which means there are 4 gears in between, which the gear ratios have been moved through frequently to remind everyone “I have 8 gears and I need to use them all”.

Handling: The Reg, as expect, has always been famous for both its on and off-road capability. While its predecessor was excellent, VW engineers are able to make the best even better. Given most of these puppies consider going to shopping mall speed bump as their roughest off-road course, Reg shines it through beautifully. The proactive 4-Motion AWD delivers the most power to the offending wheel when its getting stuck, then add the ESP as 2nd line of defence whenever driver has rear its ugly heads. Even though it isn’t as performance-oriented as its platform silibing, Porsche Cayenne, which has suspension done in a more aggressive setting. Touareg’s air suspension has done a marvelous job on balancing ride and handling. The body rolls and understeer have been exceptionally well-controlled, while the steering input is both responsive with amazing feedback judging by Reg’s status. Dynamically speaking, Reg has a perfect compromise between sure-footness handling and sublime ride quality that is a rare find for any SUV. There are many SUVs which have tried to find the right balance, however, not many are able to find such an ideal balance as the Touareg.

Brakes: With 4-wheel discs and the new ABS Plus in the new Reg, it certainly have the best braking system on the market. Possibly only taken a backseat to its chassis silibing, Porsche Cayenne. The braking feel and modulation are excellent, while the new ABS Plus has done a very good job for those unwanted intervention.

Interior: Remote open the hatch, Reg has succeed with plenty of luggage space. It all begins with a nice washer/wiper system for the rear window. Then add a nice liftover, minimal side instrusions and fold-down rear seats; Reg is able to swallow all the luggage with ease. The most delightful fact about the Reg, unlike some of its rivals, won’t jam the cramped 3rd row which is neither/nor affair for both rear seat and luggage space. If there is one drawback, however, its the rear glass won’t open independently. What a pity consider how much engineering VW has gone through with the new Touareg.

Slip behind the wheel of the new Reg, its all about class-leading interior materials and build quality. You won’t be able to find an interior that is as wel put together as the Reg. Everything from the use of plastic molding to leather hides are nothing short of quality of its finest. Then add the initutive auto climate control and navigation system, its pretty much sums up Reg’s well-rounded package.

Conclusion: While many would have said VW should take a more radical approach to Touareg’s styling. But VW decided to take an evolutionary rather than revolutionary approach to this hugely successful SUV. As it combines exceptional efficiency, as we have witnessed its 12 liters per 100km average of fuel economy. Best-in-class handling and ride balance; as well as an interior to die for. In short, Touareg is still the high water marks in the premium SUV segment.

Competitions:
Audi Q7 TDI
BMW X5 XDrive 35d
Mercedes ML350 Bluetec
Porsche Cayenne hybrid
Cadillac Escalde hybrid
Lexus RX450h

OVERALL VERDICT FOR 2011 VW Touareg TDI Clean Diesel
=====================================
Performance: 5/5
Handling and ride/fun-to-drive: 5/5
Interior/ergonomics/user-friendliness: 5/5
Fit-and-finish/build quality: 5/5
Cargo/accessibility/layout: 4.5/5
Value-for-money: 4/5

Overall rating: 4.75/5

2011 VW Caddy Panel Van

Vehicle: 2011 VW Caddy Panel Van with 6-speed DSG
Price as tested: CDN$26500 (Estimated)

Performance: Our tester comes with VW’s delightful 1.9TDI engine. This engine has a good 104hp and, most importantly, 180 lb/ft of torque, at driver’s disposal. While the horsepower isn’t exactly spectacular in its class, its the torque which is most impressive of all. It doesn’t come as a surprise VW’s TDI has been highly praised as one of the finest turbodiesels around. Its so smooth, willing and NVH are exceptional. Mated with this delightful engine is VW’s 6-speed dual clutch gearbox. Its dual clutch variety has produced exceptional up and downshift efficiency, with uncanny smoothness thanks to its well-honed engineering. If there is one drawback, however, its the lack of paddle shifters. Pity.
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Handling: Considering Caddy is based on Golf platform, it doesn’t feel exactly like a commercial vehicle. In fact, it drives exactly like a Golf with a more commercial-derived chassis and suspension tuning. I expect rude and crude like most commerical vehicle does when push Caddy through cornes. It comes as a downright surprise that its very refined and sophsicated for a commercial van. Ride is sublime without the usual harshness one associates with commercial vehicle. The electric power steering feels as sharp and precise, as those in a Golf. The feel and feedback are excellent, while path tracking is equally impressive either. There are some body rolls, as well as terminal understeer. ESP acts as a perfect active safety tool whenever its driver rears its ugly head. Dynamically speaking, its as well-planted and confidence-inspiring as driving a Golf.

Brakes: With 4-wheel discs and standard ABS; Caddy’s braking prowess certainly up to VW’s usually high standard. The stopping distance is short while pedal feels reassuring. Even after a couple of hard stops, it remains fade-free. ABS doesn’t step in unnecessarily wrap up the entire dynamic package.

Interior: The biggest highlight to all those panel van has to be its luggage space. With a rear barn doors which are able to open in full width plus 1650 liters of luggage space, any handyman is able to do anything else they want with ease.

In front, it has all the materials and fit-and-finish one expects from a VW. The instrumentation gauges are clear and analog. Even if the driving position is slightly elevated than an equivalent Golf, it doesn’t make you feel like driving “on top” instead of “in” the vehicle. Those velour seats are comfortable yet very well-made.

Conclusion: Along with the Ford Transit Connect and Peugeot Partner, VW Caddy has served as another commercial vehicle which will be on top of our favourite list. It got plenty of power, handles exceptionally well and an interior, that’s both practical and superbly made.

OVERALL VERDICT FOR 2011 VW Caddy Panel Van
=====================================
Performance: 4/5
Handling and ride/fun-to-drive: 4/5
Interior/ergonomics/user-friendliness: 4.5/5
Fit-and-finish/build quality: 4.5/5
Cargo/accessibility/layout: 4.5/5
Value-for-money: 4.5/5

Overall rating: 4.5/5

Long-term update: 2011 VW Jetta 2.5

Vehicle: 2011 VW Jetta 2.5 Comfortline with 6-speed Tiptronic, Multimedia Pkg, power glass moonroof and Cornsilk trim
Price as tested: CDN$26640
Mileage since picked up: 2000km
Regular maintenance: 0
Unscheduled repairs: 0

Unlike the previous Jetta, the 6th generation is riding on a completely new platform. What this new platform really improved over its predecessors is the much-needed rear legroom and luggage space. Jetta used to be a compact sedan with compact interior dimensions. The new Jetta finally have the space to compete with its intended competitions.

Another aspect which Jetta appeals to more mainstream buyers is the price. When a Mk6 Jetta comparably equipped, it is $2500 cheaper than a Mk5 Jetta. That makes the new Jetta’s price is on par with likes of Mazda3, Civic and Corolla. Leaving Golf as the model of choice for 2% of VW enthuisasts, while rest of the 98% common denominators would be attracted by Jetta’s improved luggage and rear seat space.

On our next update. We will tell you how new Jetta fares when it comes to performance.

Special feature: A farewell to VW New Beetle

How times have changed a fashionable car. When VW launched the New Beetle back in 1998, there were huge dealer mark-up with lengthy waiting list. The New Beetle was launched with a ancient 2.0 liter 8-valve 115hp, with both 4-speed automatic and 5-speed manual. The power issue was addressed by the addition of a 150hp 1.8T and 90hp 1.9TDI later in the lifespin.

At a time when BMW has redesigned the New Mini Cooper for 3 years and about to go on a revision, VW is about to phase out the aged New Beetle after 12 years of production on the previous Mk4 platform. That’s at a time when VW Golf is on Mk6 platform while Mk7 coming in very soon.

The New Beetle handles relatively well with emphasize mostly on ride comfort. Interior ergonomics and use of materials were oft-criticized early in the lifespin, however, VW has addressed most of the issues after the facelift. Engine wise. 2.0 mostly work as a commuter powertrain. TDI for utmost efficiency and 1.8T is the best of performance.

The next New Beetle needs to be more affordable. As we have seen in the most recent Beetle convertible’s price tag, its far from being affordable as it reached 40 large grand. One can get an Eos convertible with newer technology on a more modern platform. Its ironic when a once “People’s car” has become a “Rich People’s car”.

Long-term introduction: 2011 VW Jetta 2.5

Vehicle: 2011 VW Jetta 2.5 Comfortline with 6-speed Tiptronic, Multimedia Pkg, power glass moonroof and Cornsilk trim
Price as tested: CDN$26640
Mileage since picked up: 30km
Regular maintenance: 0
Unscheduled repairs: 0

VW has a lot to ride on the new Jetta. Its the first Jetta which no longer shares the platform with its hatchback silibing, VW’s iconic Golf. This independent platform has created improved interior space cater to its new audience, those who are looking for Teutonic driving experience without paying the premium. The front discs with rear drum brakes, as well as the change from rear indepedent to torsion beam suspension are a change from a more sophiscated German compact sedan into the mainstay compact segment. One that is currently dominated by the likes of Mazda3 and Honda Civic. But does the new Jetta have enough merits? Whether VW has finally addressed its predecessor’s reliability issue? Have the transformation from a niche premium compact into a mainstream compact lost any of its uniqueness? Those are all the questions we are quest to find out in the next few months.

Short test: 2011 VW Jetta 2.0 and TDI

Vehicle(s): 2011 VW Jetta 2.0 Trendline + with 6-speed Tiptronic and Cold Weather Pkg
2011 VW Jetta 2.0TDI Highline with 6-speed DSG
Price as tested: CDN$20315 (2.0) CDN$29420 (TDI)

It was quite a shock when we heard VW decided to put the ancient 2.0 liter motor back into Jetta, which wasn’t available on previous generation. Its also the first time ever that Jetta has a lower starting price than Golf. With the improved intake manifold, this 115hp ancient motor has done acceptably given its low admission price. It should serve well as a replacement to the Golf City and Jetta City, which were rebodied Mk4 series for value-driven Canadian market. 6-speed Tiptronic is another reason why it moves surprisingly well, given its low pricepoint for Trendline.

The real deal has to be VW’s fragile 2.0TDI. While its 140hp looks only acceptable, its the 236 lb/ft of torque that is the real head-turner. When matched with VW’s nifty 6-speed DSG, we are able to achieve 5 liters per 100km. That is nothing short of amazing given the 1456kg curb weight of the new Jetta. The driving feel is far more responsive than the numbers suggested. Both the refinement and flexability are far superior than both 2.0 I-4and 2.5 I-5. In short, this is the engine of choice in the Jetta range.

Dynamically speaking, new Jetta is another surprise since it has changed back from rear indepednent to simpler beam axle suspension. The result is a compact car that handles well Germanic flair even in base trim. The electric steering feels sharp and precise, while the amount of body rolls and understeer are all within acceptable limits.

The biggest improvements to new Jetta have to be its rear legroom and cargo space. Despite of the cheapening instrusive hinges, there are plenty of luggage space with and without rear seats fold down. As for the rear legroom, its far improved over the last 4 generations of Jetta combined. Even though we lamented the lack of details and proper materials in new Jetta’s interior execution, its improved space certainly would appeal to the target audience VW intended to attract. Given the initial strong start to Mk6′s sales, it has proved VW’s move to more mainstream audience over niche enthuisast are runaway succeed. The lower price point, larger interior space and more mainstream appearance are able to attract 98% of general public over 2% of driving enthuisasts. While the latter would likely go for Golf hatchback and wagon, its the “lowest common denomiator” audience, who have been buying Civic and Corolla for ages, which would take VW to the world’s largest carmaker in 2015.

When new Jetta first came out, I wasn’t fond of its bland character and cheapening materials. After driven the TDI Highline for a couple of hours, I started to appreciate what VW has to offer. It has plenty of space, a superb diesel powertrain, nice ergonomics and comfortable ride. As for the entry-level 2.0 Trendline, I found it more civilized than what I expect from an entry-level car. Although its inexpensive, its certainly feel less tortune box and far classier than expected. As for those of us who have grown up with Mk4 Jetta, its the incoming 2.0T GLI which will be the enthuisast’s choice in the ever growing Jetta family.

Likes:
Progressive styling
Efficiency and performance (TDI)
Nice handling and ride comfort
Improved interior and cargo space
Attractive pricepoint to German car ownership experience

Dislikes:
Bland character
Engine noise and refinement (2.0)
Subpar interior materials
Instrusive trunk hinges

Special feature: A farewell to VW Passat

Being different isn’t always a good thing in the auto industry, especially when you are competing in the most competitive segment. That’s the mid-size family sedan category currently dominated by the Accord and Camry, less so with the Altima and Malibu; while the newcomers like Mazda6 and Fusion are working overnite to get your hard-earned money.

While Passat is one of the most recognizable family cars in the European market, it never been in any of the general audience’s shopping list anywhere in North America. Passat, unlike Golf and Jetta, never have the loyal following. From the early B3 Passat G60 Syncro to today’s PQ46 Passat CC 2.0T, those cars appeal to those who are looking for Teutonic driving fun while want to be different than those Camcord which are driven by lowest common denominators. Passat Variant offers amazing practicality and versatility, as well as an affordable European wagon alternative to those expensive Audi Avant and Mercedes Estate.

When Passat finally receives a facelift in a year or so, it will definitely not make it to North America. As VW is preparing a North American-exclusive NWS, which offer similar size and packaging to those Accord, Camry and Altima. VW, just like Nissan, has learned the hard way when being different never worked in the most conservative segment in the industry. Nissan has seen Altima’s sales volume double, while being at the top 10 of the sales chart, since the revolution to a larger and more spacious version in 2002. VW wishes they could do the same with the incoming NWS.

Here in Directshift, we have always been smitten by Passat’s combination of German technology, Teutonic driving experience, practicality, understated elegance and true value it provides with the overall package. Its also a car that we have recommended to many friends and relatives. We were coming so close to purchase Passat 2 times in the past. Whether the incoming NMS has the abilities to appeal both to enthuisasts and general audience alike, time will tell.