CD 05 VW Jetta GLI (Manual) 1624

8/7/2019 CD 05 VW Jetta GLI (Manual) 1624

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COMPLETE REPORT

Welcome to our Decision Guide Complete Report. It puts all the information you need on

this vehicle at your fingertips. We give you objective test figures, and more. Our collectiveexpertise, combined with the most comprehensive testing program around, lets us trulyput vehicles in the proper context for you. The in-depth reviews, road tests, andcomparison tests included here don't just tell you what a vehicle can do. Our real-worldobservations and judgments, based on our many years of experience with all types ofvehicles, help you to understand the qualitative nature of performance.

VW Jetta GLI (Manual)

Base price: $24,645

Vehicle type: front-engine, front-drive; 4-door 5-passenger sedan


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COMPLETE REPORT CONTENTS

Content Sectio

Detailed vehicle specifications

Capsule Review

Road tests, reviews & related feature articles

J.D. Power and Associates Power Circle Quality Ratings

NHTSA crash-test ratings

Kelley Blue Book detailed vehicle pricing & standard equipment


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COMPLETE REPORT SECTION 1: Specifications

VW Jetta GLI (Manual)Base price: $24,645


Base price: $24,645


Interior volume, F/R/cargo (cu ft) 50/38/13 -

Cargo volume, seats up/maximum (cu ft) 21 - 61/111

Wheelbase 98.9 in

Length/width/height 172.3/68.3/56.7 in

Turning circle 35.8 ft

Curb weight 3106 lb

EPA city/hwy mpg 21/29

Fuel-tank capacity/range 14.5 gal/305 mi

Passive restraints driver and passenger front, side, and curtain airbags; rear curtain airbag

Bed capacity (cu ft) 58.1-

POWERTRAIN turbocharged and intercooled 1.8-liter DOHC 20-valve inline-4, 180 hp,173 lb-ft; 6-sp man

SUSPENSION

F ind, struts, coil springs, anti-roll bar

R ind, trailing arms, coil springs, anti-roll bar

BRAKES

F/R vented disc/disc

ABS standard

Future Product Intelligence

2005 VW Jetta GLI (Manual) The styling will be freshened, and a new extended-wheelbase version will appear to bettecompete with the Chevy Suburban.


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COMPLETE REPORT SECTION 2: Capsule Review

VW Jetta GLI (Manual)

The Jetta sedan has always sold well in the U.S. because it is viewed by many as in inexpensive European car rather thaa dowdy economy car. A new fifth-generation Jetta is expected to debut in spring 2006, so the 2005 Jetta will have ashort life. Changes for the abbreviated model year are few. The GLI trim level is no longer available with the narrow-angV-6. GLIs will come only with four-cylinder engines with either a four-speed automatic or a six-speed manual. For theenvironmentally conscious, there is the 100-hp turbo-diesel that boasts nearly Toyota Priuslike fuel economy. Forthose on a budget, there's the 115-hp 2.0-liter mill, which is uninspiring and should be avoided if you have the means. Iyou contain your urge to purchase a Jetta until the new fifth-generation model arrives, you'll be rewarded with a bit largcar and more standard horsepower.


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Short Take Review: 2006 Volkswagen Jetta TDI

Think fuel-efficient car. Forget hybrid space capsule.

BY TONY QUIROGA

une 2006

There are only two new cars in the U.S. market into which one can introduce diesel fuel without provoking costly damage:he $51,825 Mercedes-Benz E320 CDI and the $22,235 Volkswagen Jetta TDI. When 2007 rolls around and more stringen

emissions requirements finish phasing in, we may find ourselves with just the Benz. Mercedes has shown us its particulateilter-equipped and 2007-compliant E320 BlueTec, but Volkswagen hasnt revealed what its doing to comply with the stricstandards. Presumably, VW will follow Mercedes and add similar technology to clean up the exhaust; however, VW hasconceded that a 2007 diesel Jetta might not be ready here by the beginning of the year. If VW diesels are your bag, yourenot entirely out of luck. The German automaker may stockpile 2006 Jetta TDIs, which it will sell into the 2007 calendar yeuntil a true, emissions-compliant 2007 model is ready.

Dont tell your passengers theyre in a diesel and its unlikely theyll ever suspect there is anything unusual about your JetSince diesel pumps are inevitably coated in diesel fuel, they might wonder why you smell like a trucker, but thats not thecars fault.

Despite our alpha driver tendencies gotta be in front, gotta be in front the TDIreturned 36 mpg, which translates into a heady 522-mile range (the EPA highwaynumber of 42 mpg equals 609 miles between stops). Jetta TDI drivers interested inrunning the tank empty in one sitting should consider the Stadium Pal or theStadium Gal (www.stadiumpal.com).

The Jetta TDI is so adept at hiding its weird side that hybrid cross-shoppers whorevel in the statement and odd nature of their vehicles might be turned off by itsunabashedly carlike personality. Volkswagens diesel is an affordable, fuel-efficientcar never a hybrid spaceship yet it retains enough diesel traits to keep things

nteresting. Were hoping VW finds a way to keep selling it.

COMPLETE REPORT SECTION 3: Reviews, Road Tests and Features


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Vehicle type: front-engine, front-wheel-drive, 5-passenger, 4-door sedan

Price as tested: $24,910 (base price: $22,235)Engine type: turbocharged and intercooled SOHC 8-valve diesel inline-4, iron block and aluminum head, direct fuel injectDisplacement: 116 cu in, 1896ccPower (SAE net): 100 bhp @ 4000 rpmTorque (SAE net): 177 lb-ft @ 1800 rpm

Transmission: 6-speed manual with automated shifting and clutchWheelbase: 101.5 inLength/width/height: 179.3/70.1/57.4 inCurb weight: 3306 lb

Zero to 60 mph: 10.3 secZero to 100 mph: .37.0 secStreet start, 560 mph: 11.6 secStanding -mile: 17.6 sec @ 77 mphTop speed (governor limited): 114 mphBraking, 700 mph: 176 ftRoadholding, 300-ft-dia skidpad: 0.81 gEPA fuel economy, city driving: 35 mpgC/D-observed fuel economy: 36 mpg


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2006 Charting the Changes VolkswagenVolkswagen

October 2005

After a mostly fallow 2005, VW is on a new-model rush, starting with a sixth-generation Passat. The redesigned and resty

car's standard engine is a 200-hp, 2.0-liter turbocharged four-cylinder, and a 280-hp, 3.6-liter VR6 is optional. The turbo becomes standard on the Jetta GLI and optional on the Jetta. The New Beetle gets a mild redesign and a new standardengine, a 150-hp, 2.5-liter five-cylinder with either a five-speed manual or six-speed automatic transmission. The currentGTI carries on without the optional VR6 until an all-new version, based on the Audi A3, debuts. The Phaeton W-12 enginoutput is raised to 444 horses. The Golfrange is diminished by the elimination of the two-door GL and four-door GL turbodiesel. The Touareg gains a new standard engine, a 3.6-liter VR6 with direct injection and 276 horsepower, 36 more thanhe last VR6.

Future: The next generation of the New Beetle and Golf to be launched late this year and in 2006. A Passat four-doorcoupe" in 2008.


Selectanothermanufacturer


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Road Test Review: 2006 Volkswagen Jetta GLI

Sometimes, moving up can mean leaving some people behind.

BY TONY QUIROGA

October 2005

Despite being mildly dismayed by the base 2.5-liter fifth-generation Jetta's inclination toward comfort instead of sport anhe tepid performance of the new five-cylinder engine, we held out hope for the high-performance GLI version. Among

Volkswagen aficionados, the letters GLI are held in high esteem and are perhaps second only to the letters GTI. Since itsnception, the GLI moniker has graced sedan versions of the hatchback GTIall the joy of the GTI but in the more-familyriendly Jetta package.

When the 2006 Jetta GLI debuted at the Detroit auto show back in January, we learned that it would arrive several montbefore the nearly identical fifth-generation GTI. (That car debuted in Europe at the end of 2004, but we won't get it until 06.) Staffers who experienced the new GTI on European soil were impressed. The news that we'd get the GLI before the was almost enough to make us look past the new Jetta's Corolla-esque styling, and the 18-inch wheels didn't hurt the looeither. Previously, some staffers called the Jetta's styling sophisticated; these statements were not without dissent.

We were curious to see if the new GLI was slower than the last of the fourth-generation GLIs. We hadn't officially tested an '05 GLI, so we rounded up a low-mileage (5537 miles) example and ran it through our battery of tests. That GLI,weighing 277 fewer pounds, turned 60 mph in 7.1 seconds and skated throughhe quarter-mile in 15.5 seconds at 89 mph. The numbers for both cars were

close except for the 5-to-60 time, which took an extra half-second in the '05 carsee what we mean about turbo lag? To the testing equipment, the two Jettaswere basically identical, but to the wheelman, the '05 GLI felt faster because itoffered a raw and intimate experience. Clearly, the new GLI has a different set ofpriorities from those of the previous model.

The '06 GLI is larger and more refined than the fourth-generation car. When theetta was redesigned, it grew inside and out (especially in the back seat), material

and build quality improved, and structural rigidity and isolation from the outside world increased. The Jetta, and especiall


THE VERDICTVolkswagen Jetta GLI


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he GLI, moved up a class in the automotive caste system, allowing it to makedirect eye contact with sports sedans such as the Acura TSX and Volvo S40. Asmuch fun as the last GLI was, it wasn't big or sophisticated enough to compete athat level.

t should come as no surprise, then, that this GLI's chassis isn't as extreme as itspredecessor's, which was lowered 0.8 inch in front and a full inch in back versushe standard Jetta's. The new GLI isn't lowered compared with the base model, sot sits high and awkward-looking above the 18-inch wheels. That previous GLIdidn't ride too harshly in most conditions, but dropping the ride height reducedwheel travel, making it easier to smack into the jarring bump stops on large

mpacts.

It takes a lot of provocation to get thenew GLI to compress its longer springsenough to meet the bump stops. Whatthe new GLI does get is a slightlystiffened version of the strut-front andmultilink-rear suspension of the baseJetta. The suspension tuning keeps theGLI more planted and, along with largeranti-roll bars, less inclined to body roll,but even with the optional 18-inchwheels ($750), there isn't much of a

oss in ride comfort17-inch wheels with 225/45R-17 summer tires are standard. Open your wallet for the 18s, and you ow-profile 225/40R-18 Bridgestone RE050A tires that are well matched to the rest of the chassis changes. The extra griprom the summer tires is likely responsible for the 169-foot stop from 70 mph. The A3, with the same brakes but less

aggressive all-season rubber, did the deed in 185 feet. The lighter, previous Jetta needed only 160 feet to stop from 70 m

On the skidpad, grip was an unimpressive 0.83 g. We expected more because the A3 we recently tested achieved 0.82 g all-season meats. On the road, the GLI squeals its tires more than we like, but it never wants for grip. Sure, it feels largehan its point-and-shoot antecedent, which didn't do much better on the skidpad at 0.84 g, butit may sound like we're

making excusesthe new GLI satisfies its driver with tactile feedback that is communicative but never unrefined and slickeeling controls that inspire confidence and encourage high-speed driving.

What one first notices on entering the GLI is the tilting and telescoping three-spokemultifunction steering wheel that combines the flat bottom of the LamborghiniGallardo's with the thick and sculpted feel of the Ferrari F430's. Wrapping your

paws around it elevates your mood faster than free beer. Connected to the wheel isVW's electrically assisted rack-and-pinion steering that does a convincingmpersonation of hydraulic power assist. On-center feel seems better than that ofhe base car and makes triple-digit speeds stress-free. Turn-in is predictable. It's

easy to place the GLI, and there isn't the least bit of dartiness, but it doesn'texactly hide its larger size, especially if you drive it back-to-back with the previousgeneration.

The rest of the interior is much like the five-cylinder Jetta's. The dashboard sitsquite high, a product of the tall cowl. The gauges, the aluminum trim, and thedressed-up pedals are exclusive to the GLI, but the climate control and the radiocan be had in the base Jetta. A leather-wrapped shift knob exclusive to the GLIsprouts from between the seats and has a light and positive feel but still can'tmatch the mechanical precision of the TSX's shifter.

Our tester had comfortable and supportive optional leather seats that were part ofa $3200 package that bundles dual-zone climate control, heated front seats, asunroof, satellite radio, and radio and trip- computer controls on the steeringwheel. la carte options include rear side-impact airbags ($350) and the 18-inchwheels and tires. Our loaded manual GLI (the twin-clutch automatic DSG would add $875) stickered for an Audi-like $28,German refinement doesn't come cheap these days, even when it's wearing a VW badge.

t might sport that badge, but the rest of the vehicle constantly whispers Audi, so much so that this newest GLI bears almno relation to the previous GLI. This successor is chasing after $25,000-to-$30,000 sports sedans, and if you're shoppinghat class, the GLI is a viable alternative. However, many of us will miss the cheeky nature of the previous GLI. We'll get t. After all, we still loved George Jefferson even after he stopped being Archie Bunker's neighbor and moved on up to the

East Side.

Highs: Steering wheel of the gods;comfortable, quiet interior; Audi-likerefinement; quiet, turbo-lag-freeengine.

Lows: Underwhelming performancenumbers, not as engaging as itspredecessor, refinement keeps you frgetting too attached.

The Verdict: Less like the old Jetta,more like an Audi.


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COUNTERPOINT

STEVE SPENCEWe drive a lot of fine cars here, although you won't read a lot about how the gas gauges of fine cars move downward fashere's a really fine car-an ergonomic masterpiece, with a wonderfully simple and functional cockpit (reaching not requiredcar with excellent acceleration and just a superb manual transmission; a car that feels very expensive in both materials aride quality that I drove 61 miles before the fuel dial retreated exactly one notch on an 18-notch gauge. I was staring at tdamn thing, thinking something was wrong with it. I'm excited enough to call this the best Jetta ever made, and maybe tbest VW, period.

DAVE VANDERWERPWhat's not to like when the Jetta gets 18-inch wheels that are snazzy enough to be aftermarket, a sporty steering wheel,seats that cradle in the right places, and 49 more horsepower in the form of a fantastically flexible direction-injection turbour? Even so, I'm not ecstatic. For one, the view out front is odd. All the sheetmetal is hidden from my eyes by the shor

sloped hood-feels too much like watching a movie. It's essentially a sedan version of the Audi A3, but the same engine tuharder in the Audi, likely due to 107 fewer pounds. Plus, hatchbacks always beat sedans in cargo hauling. The price is thesame, too, so I'll take the better-looking A3.

TONY SWANAssessed as an instrument for dissecting urban traffic, the GLI isn't quite as scalpel sharp as some of the small hot-rodsedans zooming around town. There may be just a little too much mass for the level of muscle available here. But put it iback-road environment rich in fast sweepers, ess bends, and decreasing radii, and this car comes to life. The GLI is agile,precise, and totally predictable, with the taut, tightly strung feel that's peculiar to cars that have autobahn in their DNA. Acompact sedans go, this one doesn't go cheap. But you get what you pay for: a sophisticated small sedan that delivers

carved-from-billet solidity and is endlessly entertaining to drive.

VOLKSWAGEN JETTA GLIVehicle type: front-engine, front-wheel-drive, 5-passenger, 4-door sedan

Price as tested: $28,705

Price and option breakdown: base Volkswagen Jetta GLI (includes $615 freight),$24,405; Package 2 (includes power sunroof, dual-zone automatic climate control,eather seats, leather-wrapped multifunction steering wheel, and satellite radio),$3200; 225/40R-18 summer performance tires on 18-inch aluminum wheels, $750;rear side airbags, $350

Major standard accessories: power windows and locks, remote locking, A/C, cruise control, tilting and telescoping steewheel, rear defroster

Sound system: Volkswagen AM-FM-satellite radio/CD changer, 8 speakers

ENGINEType: turbocharged and intercooled inline-4, iron block and aluminum headBore x stroke: 3.25 x 3.65 in, 82.5 x 92.8mmDisplacement: 121 cu in, 1984ccCompression ratio: 10.3:1Fuel-delivery system: direct injectionTurbocharger: BorgWarner K03

Maximum boost pressure: 11.4 psiValve gear: belt-driven double overhead cams, 4 valves per cylinder, hydraulic lifters, variable intake-valve timingPower (SAE net): 197 bhp @ 5500 rpmTorque (SAE net): 207 lb-ft @ 1800 rpmRedline: 6500 rpm

DRIVETRAINTransmission: 6-speed manualFinal-drive ratio: 3.94:1/3.09:1*Gear - Ratio - Mph/1000 rpm: Max test speed

- 3.36 - 5.5 - 35 mph (6500 rpm)I - 2.09 - 8.8 - 57 mph (6500 rpm)II - 1.47 - 12.5 - 81 mph (6500 rpm)V - 1.10 - 16.7 - 108 mph (6500 rpm)

V - 1.11 - 21.1 - 129 mph (6100 rpm)


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VI - 0.93 - 25.2 - 129 mph (5150 rpm)

DIMENSIONSWheelbase: 101.5 inTrack, front/rear: 59.6/58.8 inLength/width/height: 179.4/69.3/57.5 inGround clearance: 5.4 inDrag area, Cd (0.33) x frontal area (25.1 sq ft, est): 8.3 sq ftCurb weight: 3353 lbWeight distribution, F/R: 59.1/40.9%Curb weight per horsepower: 17.0 lb

Fuel capacity: 14.5 gal

CHASSIS/BODYType: unit constructionBody material: welded steel stampings

INTERIORSAE volume, front seat: 50 cu ftrear seat: 40 cu ftuggage: 16 cu ftFront-seat adjustments: fore-and-aft, seatback angle, lumbar support; driver only: height Restraint systems, front: manu3-point belts; driver and passenger front, side, and curtain airbagsrear: manual 3-point belts, side and curtain airbags

SUSPENSIONFront: ind, strut located by a control arm, coil springs, anti-roll barRear: ind; 1 trailing link, 2 lateral links, and 1 upper lateral link per side; coil springs; anti-roll bar

STEERINGType: rack-and-pinion with electric power assistSteering ratio: 16.2:1Turns lock-to-lock: 3.0Turning circle curb-to-curb: 35.1 ft

BRAKESType: hydraulic with vacuum power assist, anti-lock control, and electronic panic assistFront: 12.3 x 1.2-in vented discRear: 11.0 x 0.5-in disc

WHEELS AND TIRESWheel size/type: 7.5 x 18 in/cast aluminumTires: Bridgestone Potenza RE050A, 225/40R-18 92YTest inflation pressures, F/R: 33/33 psiSpare: full use with steel wheel*This final-drive ratio is for 5th and 6th gears only.

C/D TEST RESULTSACCELERATION: SecondsZero to 30 mph: 2.540 mph: 3.9

50 mph: 5.260 mph: 7.170 mph: 9.180 mph: 11.490 mph: 14.7100 mph: 18.2110 mph: 23.4120 mph: 29.9Street start, 5-60 mph: 7.8Top-gear acceleration, 30-50 mph: 13.250-70 mph: 8.3Standing 1/4-mile: 15.5 sec @ 92 mphTop speed (governor limited): 129 mph

BRAKING


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70-0 mph @ impending lockup: 169 ft

HANDLINGRoadholding, 300-ft-dia skidpad: 0.83 gUndersteer: minimal moderate excessive

FUEL ECONOMYEPA city driving: 24 mpgEPA highway driving: 32 mpgC/D-observed: 22 mpg

INTERIOR SOUND LEVELdle: 42 dBA

Full-throttle acceleration: 79 dBA70-mph cruising: 71 dBA


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Volkswagen Jetta

My, how you've grown!

BY TONY SWAN

May 2005

Country of origin notwithstanding, the Volkswagen Jetta is an American invention. Okay, make that an invention inspired bhe American market. The rest of the world is okay with hatchbacks, such as the Golf, VW's worldwide bestseller. But we

prefer formal sedanscars that have proper trunks. Which is why the original Jetta materialized in 1980. Volkswagen told t wasn't just a Golf (then Rabbit) with a trunk. Uh-huh. Clue: It was a Golf (then Rabbit) with a trunk.

But we liked it, in a lukewarm sort of way, calling it "a useful addition to America's small-car pool." More important, Ameriiked it. While the rest of the world made the Golf VW's perennial sales leader, here in the U.S. the Jetta topped thecompany's sales charts year after year. All because of that covered and lockable cargo compartment. Amazing, ain't it?

At least the all-purpose tires don't hurt braking performance much174 feet from

70 mph is decentand ABS is standard equipment. However, the power rack-and-pinion steering, although nicely weighted, is totally numb on-center.

On balance, the Jetta feels more like a small-scale luxury sedan than a compactGerman athlete. That sense starts with the car's general sense of solidity,augmented by a classy-looking interior and nicely sculpted bucket seats, plushandsome exterior styling that's as smooth and flowing as previous Jettas werebull-nosed and blocky. You don't have to squint very hard to see a Phaeton thatsomeone washed without reading the laundry label.

That sense of luxury car extends to the window sticker. Pricing starts at just over$18,500, which isn't exactly the compact bargain basement, and if you startadding option packagesnot to mention about a grand for the automaticyou'llsoon find yourself in mid-size-sedan territory. Our loaded test car tallied in at a

resounding $26,740, a price that would bolt you into a well-equipped Honda


THE VERDICT

Volkswagen Jetta

Highs: Sophisticated styling, uptowninterior, lovely torque band.


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Accord with a 240-hp V-6. More room, more zoom.

Still, the Jetta has that Teutonic persona that only the Teutons manage to purvey.We're pretty sure we're going to be even more enthusiastic about the Jetta GLI,with its 200-hp, 2.0-liter turbo motor and more aggressive suspension. It's duehis summer. Maybe we'll just refrain from looking at the price tag.

COUNTERPOINT

TONY QUIROGABase Volkswagens have never been terribly exciting or sporty. Promote yourself to ahigher-powered GTI, GLX, or GLI version, and you'd be guaranteed fun. Cheap out,and you'd get a flaccid suspension coupled to a weakling engine. Even in the mostbasic trim, modern, upgradable VWs have always been luxurious and well built forheir segmentthey've just been slow. This newest Jetta, even in its most basicorm, offers nearly sports-sedan-grade handling while delivering levels ofrefinement previously unseen in the economy-car class. It's a little faster thanbefore, but still slow, so it seems that, aside from the small handling improvement,VW is sticking to its game plan.

GREG N. BROWNwas flying up the side of Palomar Mountain in VW's new slab of bread and butter, surrounded by the plateful of fancy tre

or the comparo in this issue. While my colleagues were busily noting the workings of the pricey sedans at speed, I was

easting on simpler fare but enjoying it just as much. This latest Jetta, even with its base engine and automatic transmiss

kept me in the fray at everything short of a banzai pace, and with a lot better fuel mileage than those powerful sedans.Steering, braking, and handling were all remarkable, and the new multilink rear suspension helps fulfill the potential of thiasty high-torque front-driver.

TOM COSGROVEDownsizing is seldom a good thing, unless you're talking about Anna Nicole Smith. Downsized styling is also tricky.Volkswagen debuted its latest corporate profile on the impressive Phaeton, but unfortunately, it doesn't work as well on thsmaller Jetta. The elegant proportions of the flagship VW are lost when reduced to three-quarter size. In addition,

Audi/Volkswagen's new "super-sized" grille looks as if it were lifted directly off the A8. Adding chrome to the strip thatbissects the large opening on the front fascia gives it a look of braces on buck teeth. A black plastic or carbon-fiber-likereatment on the face would rid the tin-grin appearance and produce a more pleasing ratio.

Tech Highlights

This larger, heavier fifth-generation Jetta clearly needed more grunt to succeed in America, wherehe performance wars are fought by even entry-level cars. However, the German giant couldn't

spare the euros to build a new engine from scratch just for us. The solution was to once again dignto VW's vast parts bin to cobble a successor to the aged 2.0-liter four.

The result is a 2.5-liter five-cylinder developed by the same man who designed Lamborghini'shrilling V-10. Unfortunately, the 2.5-liter is not the Gallardo's V-10 cut in half. Neither is it simply

VW's familiar four-cylinder cast-iron block with an extra cylinder tacked onto the end. In fact, allhree engines are part of the same extended family, as indicated by their shared 82.5mm bore and

92.8mm stroke.

The five-cylinder approach was an easy, inexpensive way to provide more displacement for the newVW energizer. Besides, VW's Audi division has plenty of experience making five-cylinder enginessmooth and reliable. To minimize the increase in length caused by the additional cylinder, VWengineers moved the drive chain for the overhead cams from the front of the engine to the back. This move also preventsorsional vibrations in the crankshaft from affecting valve timing.

That change also makes it possible for the new engine to use one Lamborghini partthe aluminum-alloy 20-valve cylinderhead found on one bank of the Gallardo's V-10. This greatly improves the engine's breathing over the two-valves-per-cylin

head on the previous four-cylinder Jetta. Combined with variable intake-valve timing, the result is peak torque of 168 poueet, up 38 percent from the old engine, despite just a 25-percent displacement increase. Peak power is up 30 percent to horsepower, proving the new engine is biased toward torque.

Thanks to a modest 9.5:1 compression ratio and dual knock sensors, the 2.5-liter runs happily on regular fuel. It alsopromises to be a low-maintenance powerplant. The timing chain and coolant are guaranteed for the lifetime of the car. Sp

plugs should go 60,000 miles, and oil changes are at 10,000-mile intervals. Greg N. Brown

Lows: Mid-size-sedan mass, modestgrip, absence of on-center steering feambitious pricing.

The Verdict: Autobahn luxury in acompact package.


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VOLKSWAGEN JETTA

Vehicle type: front-engine, front-wheel-drive, 5-passenger, 4-door sedan

Price as tested: $26,740

Price and option breakdown: base Volkswagen Jetta (includes $615 freight), $22,080; Package

2 (includes sunroof, alloy wheels, premium sound system with XM satellite radio and in-dash 6-CDchanger, power leather seats, rear-window shade), $4660

Major standard accessories: power windows, seats, locks, and sunroof; remote locking; A/C;cruise control; tilting and telescoping steering wheel; rear defroster

Sound system: Volkswagen AM-FM-satellite radio/CD changer, 10 speakers

ENGINEType: inline-5, iron block and aluminum headBore x stroke: 3.25 x 3.65 in, 82.5 x 92.8mmDisplacement: 151 cu in, 2480ccCompression ratio: 9.5:1Fuel-delivery system: port injection

Valve gear: chain-driven double overhead cams,4 valves per cylinder, hydraulic lifters,variable intake-valve timingPower (SAE net): 148 bhp @ 5000 rpmTorque (SAE net): 168 lb-ft @ 3750 rpmRedline: 5800 rpm

DRIVETRAINTransmission: 6-speed automatic with manumatic shiftingFinal-drive ratio: 3.89:1Gear - Ratio - Mph/1000 rpm - Max test speed

- 4.04 - 4.6 - 27 mph (5800 rpm)I - 2.37 - 7.8 - 45 mph (5800 rpm)II - 1.56 - 11.9 - 69 mph (5800 rpm)V - 1.16 - 16.0 - 93 mph (5800 rpm)

V - 0.85 - 21.8 - 126 mph (5800 rpm)

VI - 0.67 - 27.7 - 129 mph (4650 rpm)

DIMENSIONS

Wheelbase: 101.5 inTrack, front/rear: 60.7/59.7 inLength/width/height: 179.3/69.3/57.5 inGround clearance: 5.4 inDrag area, Cd (0.31) x frontal area (25.1 sq ft, est): 7.8 sq ftCurb weight: 3340 lb

Weight distribution, F/R: 59.3/40.7%Curb weight per horsepower: 22.6 lbFuel capacity: 14.5 gal

CHASSIS/BODYType: unit constructionBody material: welded steel stampings

INTERIORSAE volume, front seat: 50 cu ftrear seat: 40 cu ftuggage: 16 cu ft

Front-seat adjustments: fore-and-aft, seatback angle, front height, rear height, lumbar supportRestraint systems, front: manual 3-point belts; driver and passenger front, side, and curtain airbagsrear: manual 3-point belts, curtain airbags

SUSPENSIONFront: ind, strut located by a control arm, coil springs, anti-roll bar

Rear: ind, 1 trailing link and 3 lateral links per side,


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coil springs, anti-roll bar

STEERINGType: rack-and-pinion with electric power assistSteering ratio: 16.4:1Turns lock-to-lock: 2.9Turning circle curb-to-curb: 35.8 ft

BRAKESType: hydraulic with vacuum power assist and anti-lock controlFront: 12.3 x 1.0-in vented disc

Rear: 11.3 x 0.5-in disc

WHEELS AND TIRESWheel size/type: 6.5 x 16 in/cast aluminumTires: Michelin Energy MXV4, 205/55R-16 91H M+STest inflation pressures, F/R: 33/33 psiSpare: full size on steel wheel

C/D TEST RESULTSACCELERATION: SecondsZero to 30 mph: 3.140 mph: 4.950 mph: 6.8

60 mph: 9.270 mph: 11.880 mph: 15.290 mph: 18.6Street start, 5-60 mph: 9.3Top-gear acceleration, 30-50 mph: 4.350-70 mph: 5.5Standing 1/4-mile: 16.8 sec @ 85 mphTop speed (drag limited, C/D est): 129 mph

BRAKING70-0 mph @ impending lockup: 174 ft

HANDLING

Roadholding, 300-ft-dia skidpad: 0.80 gUndersteer: minimal moderate excessive

FUEL ECONOMYEPA city driving: 22 mpgEPA highway driving: 30 mpgC/D-observed: 23 mpg

INTERIOR SOUND LEVELdle: 40 dBA

Full-throttle acceleration: 71 dBA70-mph cruising: 66 dBA


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Volkswagen Unveils New Jetta

The fifth-generation sedan is bigger and more powerful.

November 2004

November 19, 2004 Volkswagen today released the first official photos of its all-new Jetta, Volkswagens most popula

model in the U.S., accounting for about 40 percent of the brands overall volume. It goes on sale this coming March, and make its worldwide public debut at the Los Angeles auto show on January 5, 2005, at which time pricing will be announce

The new Jetta has grown in size from the previous model, and features a four-wheel independent suspension, a new 2.5-l150-horsepower five-cylinder engine (versus a 2.0-liter 115-hp four-cylinder in the previous model), and an optional six-speed automatic transmission with Tiptronic. Later in 2005, Volkswagen will offer its DSG automated-manual transmissionTDI only).

The Jettas new technology includes standard electro-mechanical steering, electronic stability program (ESP), and four-whdisc brakes with next-generation ABS.

The new Jettas interior will be roomier than it predecessors with more legroom and occupant space, and a larger trunk.Safety features for the new Jetta include front side thorax airbags, Side Curtain Protection (for head) in the front and rear

crash-active front headrests, crash-optimized foot pedals that descend upon serious impact, daytime running lights, threepoint safety belts adjustable headrests for all five occupants, front seatbelt pre-tensioners with load limiters, and emergenocking retractors on all seatbelts.

Built at Volkswagens production facility in Puebla, Mexico, the Jettas assembly process promises to set quality standardshis model segment, according to VW.

The new Jetta has a stronger body than its predecessor, recording double-digit improvements in its dynamic and torsionarigidity. This is achieved through the use of more high-strength body panels and an advanced, highly automated laser-welding system. The result is a dramatic increase in laser-welded seamsnearly 14 times more than in the previous Jetta



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19/27

The Frugalympics

New-tech hybrids go up against old-favorite methods in the quest for the best fuel economy. Dr. Diesel getsanother chance. So does a four-door hair shirt.

BY PATRICK BEDARD

September 2004

When gas prices bump the weather out of American conversations, as they have this spring, you know the popular press wspray out a billow of gas-mileage stories.

ust rememberyour gas mileage may vary. This is the one salient detail you should take from all the verbiage, theirs andours. Producing an accurate gas-mileage evaluation is so difficult that most folks don't think even the federal government do it.

f You Want Big Mileage NumbersThe buzz today is about the miracle mileage makers called "hybrids." Wearing a Toyota Prius has become such a sought-abadge among the greenies that some dealers have been asking $5000 over the $21,290 sticker.

Dr. Diesel's DreamboatBack in simpler times, diesel cars squeezed more mileage from a fuel that cost less. If youwere willing to look for filling stations that were scarce, and had the patience for torpidacceleration, a diesel was the cents-per-mile champ.

Today diesels are prestigious in big pickups and mostly shunned in cars on Americanroads. Government standards are intolerant of diesel exhaust, and few automakers seemuch opportunity until after low-sulfur fuel arrives in 2006.

We hear of diesel's great popularity in Europe. Don't be misled. Those folks don't love diesels any more than we do. It's thuel cost, stupid. Although diesel fuel prices in the U.S. have been well above gas prices over most of the past few decadethey happen to be lower now), many European countries have tax incentives for diesel fuel. As a result, in April 2004, die

cost 41 percent less than gasoline in Poland, 34 percent less in Belgium, and 21 percent less in Germany and Italy. So of



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course diesel cars are popular where fuel is cheap. In the British Isles and Switzerland, where diesel fuel costs a shade mohan gas, gasoline cars remain dominant.

Currently, Volkswagen is the leading diesel supplier in the U.S. Representing that choice in our Frugalympics is a VW JettaGLS TDI powered by a 100-hp turbocharged four.

A Pair of HybridsToyota and Honda take much different approaches to the idea of a hybrid car. The Toyota is StarTrekky-looking in any crowd, whereas the Honda blends to background among its Civic siblings.Think of the Prius as the Nerd's Solutiona unique, lightweight, super-roomy four-door body

crammed with drive-by-wire power and braking and enough software to make Microsoft a littleealous. It's a "parallel" hybrid, which means it can run on its gas engine, or its electric battery, orsome combination of both.

The Honda Civic Hybrid is a regular Civic four-door with an extra-thrifty four-cylinder enginesupplemented by a wonderfully simple hybrid adapter that gives regenerative braking (recapturesenergy into the battery on deceleration) and electric torque boost when needed for acceleration. It'sa "series" hybrid incapable of moving as an electric car.

Neither of these hybrid approaches would have been possible before '90s sophistication in computer

control and power-conversion electronics or, for that matter, recent battery technology.

Your Mileage May Vary

Before we get to the numbers, a few words about mileage tests. Never mind what some people say: EPA city and highwaynumbers come from tests executed to perfection. If you drive the test conditions, you'll get the test mileage. But tests, evour tests, are idealized in certain ways. We drove real cars on real roads in real traffic. So the results are real. That said,here were no short trips, no cold weather, no passengers or cargo to add weight.

Moreover, although we meticulously performed our refills, they covered relatively short distances. When adding less thanhree gallons, as we did a few times, a small error leads to a large deviation in mpg. To make matters worse, some cars a

notoriously hard to fill preciselythe Prius may be the worst ever.

Mileage on the HighwayAll four cars got more than 40 mpg, and the Prius hit 50. Amazingly, the One-Calorie Toyota Echo

squeaked above its EPA highway number (39) to 41 mpg. The diesel, at 42 mpg, fell 2 mpg behind

ts EPA rating.

Regen, the big idea in hybrids, gives almost no benefit on the highway. You'll get a bit of rechargewhen you coast up behind slower traffic, but you should regard that as a smaller loss from goingast rather than a saving.

Still, the hybrids copped the top two places for solid reasons: They are engineered to be frugal evenwithout the hybrid part. Their smaller, extra-efficient engines would be unacceptable performers tomost drivers without the acceleration boost that's also baked into the hybrid package. They havespecial transmissions, tires, and low-drag aero tweaks, too. It all adds up.

Still, we find the 40-plus highway mileage in this test to be encouraging. Frugality is possible evenat high road speeds.

Mileage in TownThe Prius again scored at the top with 52 mpg. Dr. Diesel, in last place at 33, was a bit of a

surprise. We expected more. Diesels are at their best, relatively speaking, under lightoads; they inject very little fuel and they have no throttling losses. Again, the One-CalorieEcho did superbly at 42 mpg.

We ran this test twice with consistent results, except for the Civic's. The Honda ran the firstoop in the automatic temperature mode, the second in auto with the "econ" buttonpushed. Econ allows the engine to shut down at traffic lights. The results were profoundly different40 mpg with the engirunning all the time, 53 mpg when the engine could shut down in times of its own choosing. This is a bigger difference thawe expected, but not, it turns out, beyond the expectations of fuel-economy engineers. Loss of air conditioning on stops w

olerable; it would be less so on the hotter days of high summer. Keep in mind, though, that this improvement is possibleonly in stop-and-go driving. If you manage to roll through every stop, you'll have a different result.


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These four cars are by no means equal. The parsimonious Echo is a thinly upholstered box utterly lacking in spirit, smallesby far in dimensions, weight, and price. Our drivers dreaded taking their turns in the disjointed driving position. That said,he minimalist approach in which you eschew everything, including the several hundred pounds of technology needed to

outfit a hybrid, still works reliably for mileage.

Mileage in SuburbiaThis is a cycle lacking the predictable mileage killers of high speeds and frequent stops and starts (we obeyed all stop signof course). The two hybrids tied for top mileage at 54 mpg. Temperatures were in the 60s, and the sky was not cloudy all

day. Nor was a discouraging word heard. But there was nothing artificial about conditions. Other cars with other driversshould achieve the same results.

Fast Forward at the RacetrackAll four entries achieved nearly the same result at the track, between 16 and 18 mpg, signifying very little, we think, exceor the limits of regen. Today's technology defaults to regular brakes during high-energy braking, whether it's high g or higspeeds. We should have remembered that track demands would exceed capability.

What Does It All Mean?Some voices, even some staff engineers, want to say hybrids can't deliver on their EPA ratings; that hybrid technology gahe system even though it may do so in good faith. That's the wrong take on the numbers, we think.

nstead, think of hybrids as "software" cars. They decide on their own when to start and stop the engine. The Prius can evmove smartly with the fuel burner off. In fact, the Prius runs almost half of the EPA city test without the engine. That's aremendous achievement.

But if your driving includes higher speeds and less time at stops, your mileage will come up well short of EPA city. On theother hand, if you have more low-'n'-slow, you will benefit more. Nobody, including software gurus, can predict where andhow you will drive.

That said, the hybrids produced the best mileage here, and they delivered the most enjoyment per dollar.

Where's the Fun?f you think driving a frugal car is right up there with tucking into a lunch of cottage cheese and oat hulls, yeah, that's one

way to view it. But there's some slick machinery, too. Here's how to tell which is which, rated on a 0-to-100 scale:

Fourth PlaceToyota Echo (3 points)

Buying a new car for $13,975 has got to be fun. From there on you get indifference, kind of like the mood down at the DMThis is Metamucil for the roadyou'll go, and you'll be glad when it's over.

Third PlaceVolkswagen Jetta GLS TDI (78 points)

Bland is bad in cars. Diesels don't know how to be bland. The VW gives you a little of that Peterbilt clatter and thatndomitable turbo torque way down at grunting speed. You get to slog around in the ever-widening oil slick at the U-serveoo, same as real truckers, and you'll notice that clingy petro smell every time you get behind the wheel. Diesels have

character. A few of us really get off on them. It's not explainable.

Second PlaceToyota Prius (90 points)This is a spaceship, a purposeful thrust into Futureland where saving fuel is Job One. The personality is less automotive th

Microsoftian. Push a button labeled "power" to boot up. Your trip is accompanied by lots of uncarlike whirrings and engine and off. "How do it know?" You can punch up a few geek screens on the dash to see the third derivative of CO2 not emitteor whatever it's portrayingyour knowing won't change anything about the mission. Apparently, Futureland won't be abousteering feel and crisp chassis responses. Then again, all of that could be in the next software rev. The Prius is as much apromise as it is a car.

First PlaceHonda Civic Hybrid (91 points)t's a Honda. It has the familial "connectedness" gene, i.e., no fuzzy logic in the controls.

Driving is always fun in Hondas. But this plushest of the Civics adds a dashboard drivinggame that'll seduce even the Deloitte & Touche types who would normally take the bus.t's EZ, just one dial with two bar graphs. There's one for battery charge level (think of

saving) and one for rate of spending (your spending can go negative, which adds tosaving). Even the somber Mr. Greenspan would love it. Would he save up a whole battery

ull of juice and then, heh-heh, blow it on some foolish full-throttle fling? Would you? If


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you think frugality entails suffering, this Civic hybrid is proof to the contrary.


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COMPLETE REPORT SECTION 4: Vehicle Quality Ratings

Power Circles were designed as an easy-to-use system for rating products and services.Please note: Power Circle ratings based on surveys sent to more than 50,000 new-vehicle owners nationwide. These ratings do not include all informationused to determine J.D. Power and Associates awards.

No data available for this vehicle.

About J.D. Power and AssociatesSince 1968, J.D. Power and Associates has been conducting quality and customer satisfaction research based on surveyresponses from millions of consumers worldwide. We do not rely on "expert opinion." Our product and service rankings inway reflect the opinions or preferences of the firm, and we do not review, judge or test products and services ourselves.

We represent the voice of the customer by translating survey responses into information that companies worldwide use toimprove quality and customer satisfaction, as well as to help consumers make better decisions. J.D. Power and Associatehas developed and maintains one of the largest, most comprehensive historical customer satisfaction databases in

existence, which includes feedback on virtually all aspects of the shopping, buying, and product and service ownershipexperience.


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COMPLETE REPORT SECTION 5: Crash Test Ratings

Each year, the National Highway Traffic Safety Administrations New Car Assessment Program (NCAP)crash tests carslight trucks, sport-utility vehicles, and vans that are new, popular, redesigned, or have improved safety equipment. Thesevehicles are then rated on how well they protect drivers and passengers during frontal and side collisions. NCAP uses a fivstar system for rating vehicles, with five stars indicating the highest safety rating and one star the lowest. Although it isimpossible to assess how well a vehicle provides protection in all circumstances using a single test, NCAP ratings provide useful basis for comparing vehicle safety.

For more information, visit http://www.nhtsa.dot.gov/

MAKE & MODELFRONTAL STAR RATING* SIDE STAR RATING** ROLLOVER RESISTANCE

RATINGDriver Passenger Front Seat Rear Seat

2005 VOLKSWAGENJETTA

Not Rated

* Legend for NHTSA Frontal Star Rating5 stars - 10% or less chance of serious injury4 stars - 11% to 20% chance of serious injury3 stars - 21% to 35% chance of serious injury2 stars - 36% to 45% chance of serious injury1 star - 46% or greater chance of serious injury

** Legend for NHTSA Side Star Rating5 stars - 5% or less chance of serious injury4 stars - 6% to 10% chance of serious injury3 stars - 11% to 20% chance of serious injury2 stars - 21% to 25% chance of serious injury1 star - 26% or greater chance of serious injury

Note: Frontal tests should be compared only within the same weight class or within a range of 250 pounds of the vehicleweight.

About the NHTSA:The National Highway Traffic Safety Administration is responsible for reducing deaths, injuries and economic losses resultfrom motor vehicle crashes. This is accomplished by setting and enforcing safety performance standards for motor vehicleand motor vehicle equipment, and through grants to state and local governments to enable them to conduct effective loca

highway safety programs. NHTSA investigates safety defects in motor vehicles, sets and enforces fuel economy standardshelps states and local communities reduce the threat of drunk drivers, promotes the use of safety belts, child safety seatsand air bags, investigates odometer fraud, establishes and enforces vehicle anti-theft regulations and provides consumerinformation on motor vehicle safety topics. NHTSA also conducts research on driver behavior and traffic safety, to developthe most efficient and effective means of bringing about safety improvements.


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COMPLETE REPORT SECTION 6: Kelley Blue Book

VW Jetta GLI (Manual)9M25N6 Sedan 4D (Manual)

BASEINVOICE

BASMSR

Price With Destination Charge and Required Equipment 22,561.00 24,685

PRICING DETAILS AND REQUIRED MINIMUM EQUIPMENT

INVOICE MSR

Base Pricing 21,946.00 24,070

Destination Charge 615.00 615.0

Required Minimum Equipment 0.00 0.00

Price with Destination Charge and Required Minimum Equipment 22,561.00 24,685

Note: Base price does not include optional equipment, advertising or other dealer costs. See links above to view and selecoptional equipment.

For more detailed pricing please visit www.kbb.com.

OPTIONAL EQUIPMENT

Engines

-- \GLS 1.8L & GLI- (N/A GL or GLS ex 1.8L)

STD STD

-- \GLS 1.8L & GLI- (N/A GL or GLS ex 1.8L)

STD STD

-- 4-Cyl 109", 20V, SFI, Turbo (1.8 Liter) \GLS 1.8L & GLI- (N/A GL or GLS ex 1.8L)

STD STD

No data for this vehicle.








Tires



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-- (5) P225/40YR18 \GLI- (N/A GL or GLS)

STD STD

-- (4) P225/40YR18 \GLI- (N/A GL or GLS)

STD STD

-- (4) P225/45HR17 \GLS 1.8L- (N/A GL, GLS 2.0L & TDI or GLI) (Available & Included Only w/Sport Pkg)

N/C N/C

STANDARD EQUIPMENT

Air Conditioning, ManualAlarm SystemAlternator, 70-AmpAxle Ratio, 4.24Axle Ratio, 4.24 (Manual Trans) or 5.04 (Auto Trans)

Brakes, Power F&R DiscBraking System, Anti-LockCargo NetCargo Net, FrontClock, Digital (Stand Alone)Console w/StorageCup Holders, (3)Defroster, Rear WindowDrivetrain, Front Wheel DriveDrivetrain, FWDEngine ImmobilizerEngine: 4-Cyl, 2.0 LiterEngine: 4-Cyl, 8V, SFI, 2.0 LiterEntry System, Illuminated Keyless Remote Control

Floor Mats, F&RFuel Filler Door Release, Remote ControlFuel Tank, 14.5 Gal CapLights: Cargo Comp't, Daytime Running, Glove Box & ReadingLocking System, Central w/Automatic Door LocksMirrors, Dual Heated PowerMirrors, Dual Visor VanityMoldings, Body Side

Power Outlets, (2)Radio, AM/FM Stereo w/CD & Cassette & CD Changer ControlsRadio: AM/FM Stereo w/CD, Cassette & CD Changer ControlsRestraint System: Dual Front, Front Head Curtain & Front Side Impact Air BagRestraint System: Dual Front, Head Curtain & Dual Front Side Impact Air BagRestraint System: Dual Front, Head Curtain & Dual Front Side Impact Air Bag

Seat, Split Folding RearSeats, Cloth Comfort BucketSpeed ControlStabilizer Bars, F&RSteering Wheel, Tilt & TelescopingSteering Wheel, Tilt & TelescopingSteering, PowerTachometerTire, Conventional SpareTires, (4) P195/65HR15Trans, 5-Spd Manual w/OverdriveTrans, 5-Spd Manual w/Overdrive or 4-Spd Automatic w/OverdriveTrans: Manual, 5-Spd w/OverdriveTrunk Entrapment Release

Trunk Release, Remote Control


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W/S Wipers, Variable IntermittentWheel Covers

Wheel Covers, LockingWindows, PowerAxle Ratio, 3.65 (Manual Trans) or 4.44 (Auto Trans)Engine: 4-Cyl, 20V, SFI, Turbo, 1.8 LiterTrans, 5-Spd Manual w/Overdrive or 5-Spd Automatic w/TiptronicAlternator, 120-AmpAxle Ratio, 3.88

Axle Ratio, 3.88 (Manual Trans) or 4.44 (Tiptronic)Axle, Locking Rear

Brake Calipers, RedEngine: 4-Cyl, 1.8 Liter, TurboEngine: 4-Cyl, Turbo, 1.8 LiterFog Lights, FrontInterior Trim, Brushed MetalSeats, Cloth Sport BucketSteering Wheel, Leather-WrappedSteering Wheel, Leather-WrappedSuspension, SportTires, (4) P225/40YR18Traction Control

Trans, 6-Spd ManualTrans, 6-Spd Manual or 5-Spd Automatic w/TiptronicTrans: Manual, 6-Spd

Trip ComputerTrip Computer, MiniMirrors, Dual Illuminated Visor VanityMoon Roof, Power Glass

Radio System, Monsoon SoundWheels, Lockable Alloy

Special fees, credits and incentives




-- 4-Cyl 109", 20V, SFI, Turbo 1.9% Short Term Financing (Expires 2-28-05) \GL & GLS ex TDI,

GLI- (N/A GL & GLS TDI) (Incentive Combinations & Avail

-- 4-Cyl 109", 20V, SFI, Turbo Lease Offer (Expires 2-28-05) \GLI w/Manual Trans- ($229.00 per mo/39 mo/$2304.00* ex in New York & $

-- 1.9% Short Term Financing (Expires 2-28-05) \GL & GLS ex TDI, GLI- (N/A GL & GLS TDI) (Incentive Combinations & Avail

-- Lease Offer (Expires 1-31-05) \GLI w/Manual Trans- ($229.00 per mo/39 mo/$2304.00* ex in New York & $

-- Customer Incentive, Lease Offer (Expires 11-30-04) \GLI Sedan w/Manual Trans- ($229.00 per mo/39 mo/$1804.00* ex in New York & $2029.00* in New York at Signing) ($0.15per mi Charge Over 39,000 mi) (N/A GL, GLS or GLI Sedan w/Auto Trans) (Incentive Combinations& Availability May Be Restricted by Regional or Fleet Rules & Other Factors -- See Dealer for Details)

*NOTE: Does Not Include Tax, Title & Registration Fees.




CD 05 VW Jetta GLI (Manual) 1624

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