You are on page 1of 27
COMPLETE REPORT Welcome to our Decision Guide Complete Report. It puts all the information you

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 collective expertise, combined with the most comprehensive testing program around, lets us truly put vehicles in the proper context for you. The in-depth reviews, road tests, and comparison tests included here don't just tell you what a vehicle can do. Our real-world observations and judgments, based on our many years of experience with all types of vehicles, help you to understand the qualitative nature of performance.

you to understand the qualitative nature of performance. VW Jetta GLI (Manual) Base price: $24,645 Vehicle

VW Jetta GLI (Manual)

Base price: $24,645

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

COMPLETE REPORT CONTENTS Content Section Detailed vehicle specifications 1 Capsule Review 2 Road

COMPLETE REPORT CONTENTS

Content

Section

Detailed vehicle specifications

1

Capsule Review

2

Road tests, reviews & related feature articles

3

J.D. Power and Associates Power Circle Quality Ratings

4

NHTSA crash-test ratings

5

Kelley Blue Book detailed vehicle pricing & standard equipment

6

COMPLETE REPORT SECTION 1: Specifications VW Jetta GLI (Manual) Base price: $24,645 Vehicle type: front-engine,

COMPLETE REPORT SECTION 1: Specifications

COMPLETE REPORT SECTION 1: Specifications VW Jetta GLI (Manual) Base price: $24,645 Vehicle type: front-engine,

VW Jetta GLI (Manual)

Base price: $24,645 Vehicle type: front-engine, front-drive; 4-door 5-passenger sedan

Base price:

$24,645

Vehicle type:

front-engine, front-drive; 4-door 5-passenger sedan

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 airbags

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

COMPLETE REPORT SECTION 2: Capsule Review VW Jetta GLI (Manual) The Jetta sedan has always

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 than a dowdy economy car. A new fifth-generation Jetta is expected to debut in spring 2006, so the 2005 Jetta will have a short life. Changes for the abbreviated model year are few. The GLI trim level is no longer available with the narrow-angle V-6. GLIs will come only with four-cylinder engines with either a four-speed automatic or a six-speed manual. For the environmentally conscious, there is the 100-hp turbo-diesel that boasts nearly Toyota Prius–like fuel economy. For those on a budget, there's the 115-hp 2.0-liter mill, which is uninspiring and should be avoided if you have the means. If you contain your urge to purchase a Jetta until the new fifth-generation model arrives, you'll be rewarded with a bit larger car and more standard horsepower.

COMPLETE REPORT SECTION 3: Reviews, Road Tests and Features Short Take Review: 2006 Volkswagen Jetta

COMPLETE REPORT SECTION 3: Reviews, Road Tests and Features

Short Take Review: 2006 Volkswagen Jetta TDI

Think fuel-efficient car. Forget hybrid space capsule.

BY TONY QUIROGA

June 2006

car. Forget hybrid space capsule. BY TONY QUIROGA June 2006 There are only two new cars

There are only two new cars in the U.S. market into which one can introduce diesel fuel without provoking costly damage:

the $51,825 Mercedes-Benz E320 CDI and the $22,235 Volkswagen Jetta TDI. When 2007 rolls around and more stringent emissions requirements finish phasing in, we may find ourselves with just the Benz. Mercedes has shown us its particulate- filter-equipped and 2007-compliant E320 BlueTec, but Volkswagen hasn’t revealed what it’s doing to comply with the stricter standards. Presumably, VW will follow Mercedes and add similar technology to clean up the exhaust; however, VW has conceded that a 2007 diesel Jetta might not be ready here by the beginning of the year. If VW diesels are your bag, you’re not entirely out of luck. The German automaker may stockpile 2006 Jetta TDIs, which it will sell into the 2007 calendar year until a true, emissions-compliant 2007 model is ready.

Don’t tell your passengers they’re in a diesel and it’s unlikely they’ll ever suspect there is anything unusual about your Jetta. Since diesel pumps are inevitably coated in diesel fuel, they might wonder why you smell like a trucker, but that’s not the car’s fault.

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

The Jetta TDI is so adept at hiding its weird side that hybrid cross-shoppers who revel in the statement and odd nature of their vehicles might be turned off by its unabashedly carlike personality. Volkswagen’s diesel is an affordable, fuel-efficient car — never a hybrid spaceship — yet it retains enough diesel traits to keep things interesting. We’re hoping VW finds a way to keep selling it.

— yet it retains enough diesel traits to keep things interesting. We’re hoping VW finds a

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 injection Displacement: 116 cu in, 1896cc Power (SAE net): 100 bhp @ 4000 rpm Torque (SAE net): 177 lb-ft @ 1800 rpm

Transmission: 6-speed manual with automated shifting and clutch Wheelbase: 101.5 in Length/width/height: 179.3/70.1/57.4 in Curb weight: 3306 lb

Zero to 60 mph: 10.3 sec Zero to 100 mph: .37.0 sec Street start, 5–60 mph: 11.6 sec Standing ¼-mile: 17.6 sec @ 77 mph Top speed (governor limited): 114 mph Braking, 70–0 mph: 176 ft Roadholding, 300-ft-dia skidpad: 0.81 g EPA fuel economy, city driving: 35 mpg C/D-observed fuel economy: 36 mpg

COMPLETE REPORT SECTION 3: Reviews, Road Tests and Features 2006 Charting the Changes — Volkswagen

COMPLETE REPORT SECTION 3: Reviews, Road Tests and Features

2006 Charting the Changes — Volkswagen

Volkswagen

October 2005

the Changes — Volkswagen Volkswagen October 2005 After a mostly fallow 2005, VW is on a

After a mostly fallow 2005, VW is on a new-model rush, starting with a sixth-generation Passat. The redesigned and restyled 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 four becomes standard on the Jetta GLI and optional on the Jetta. The New Beetle gets a mild redesign and a new standard engine, a 150-hp, 2.5-liter five-cylinder with either a five-speed manual or six-speed automatic transmission. The current GTI carries on without the optional VR6 until an all-new version, based on the Audi A3, debuts. The Phaeton W-12 engine's output is raised to 444 horses. The Golf range is diminished by the elimination of the two-door GL and four-door GL turbo- diesel. The Touareg gains a new standard engine, a 3.6-liter VR6 with direct injection and 276 horsepower, 36 more than the last VR6.

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

Select another manufacturer

Select another manufacturer
COMPLETE REPORT SECTION 3: Reviews, Road Tests and Features Road Test Review: 2006 Volkswagen Jetta

COMPLETE REPORT SECTION 3: Reviews, Road Tests and Features

Road Test Review: 2006 Volkswagen Jetta GLI

Sometimes, moving up can mean leaving some people behind.

BY TONY QUIROGA

October 2005

leaving some people behind. BY TONY QUIROGA October 2005 Despite being mildly dismayed by the base

Despite being mildly dismayed by the base 2.5-liter fifth-generation Jetta's inclination toward comfort instead of sport and the 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 its inception, the GLI moniker has graced sedan versions of the hatchback GTI—all the joy of the GTI but in the more-family- friendly Jetta package.

When the 2006 Jetta GLI debuted at the Detroit auto show back in January, we learned that it would arrive several months before the nearly identical fifth-generation GTI. (That car debuted in Europe at the end of 2004, but we won't get it until mid- '06.) Staffers who experienced the new GTI on European soil were impressed. The news that we'd get the GLI before the GTI was almost enough to make us look past the new Jetta's Corolla-esque styling, and the 18-inch wheels didn't hurt the looks, either. 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 through the 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 car— see what we mean about turbo lag? To the testing equipment, the two Jettas were basically identical, but to the wheelman, the '05 GLI felt faster because it offered a raw and intimate experience. Clearly, the new GLI has a different set of priorities from those of the previous model.

THE VERDICT Volkswagen Jetta GLI

The '06 GLI is larger and more refined than the fourth-generation car. When the

Jetta 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 especially

the GLI, moved up a class in the automotive caste system, allowing it to make direct eye contact with sports sedans such as the Acura TSX and Volvo S40. As much fun as the last GLI was, it wasn't big or sophisticated enough to compete at that level.

It should come as no surprise, then, that this GLI's chassis isn't as extreme as its

predecessor's, which was lowered 0.8 inch in front and a full inch in back versus the standard Jetta's. The new GLI isn't lowered compared with the base model, so

it sits high and awkward-looking above the 18-inch wheels. That previous GLI

didn't ride too harshly in most conditions, but dropping the ride height reduced

wheel travel, making it easier to smack into the jarring bump stops on large impacts.

to smack into the jarring bump stops on large impacts. It takes a lot of provocation

It takes a lot of provocation to get the new GLI to compress its longer springs enough to meet the bump stops. What the new GLI does get is a slightly stiffened version of the strut-front and multilink-rear suspension of the base Jetta. The suspension tuning keeps the GLI more planted and, along with larger anti-roll bars, less inclined to body roll, but even with the optional 18-inch

Highs: Steering wheel of the gods; comfortable, quiet interior; Audi-like refinement; quiet, turbo-lag-free engine. Lows:

Highs: Steering wheel of the gods; comfortable, quiet interior; Audi-like refinement; quiet, turbo-lag-free engine.

Lows: Underwhelming performance numbers, not as engaging as its predecessor, refinement keeps you from getting too attached.

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

wheels ($750), there isn't much of a loss in ride comfort—17-inch wheels with 225/45R-17 summer tires are standard. Open your wallet for the 18s, and you get low-profile 225/40R-18 Bridgestone RE050A tires that are well matched to the rest of the chassis changes. The extra grip from 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 mph.

On the skidpad, grip was an unimpressive 0.83 g. We expected more because the A3 we recently tested achieved 0.82 g with all-season meats. On the road, the GLI squeals its tires more than we like, but it never wants for grip. Sure, it feels larger than its point-and-shoot antecedent, which didn't do much better on the skidpad at 0.84 g, but—it may sound like we're making excuses—the new GLI satisfies its driver with tactile feedback that is communicative but never unrefined and slick- feeling controls that inspire confidence and encourage high-speed driving.

What one first notices on entering the GLI is the tilting and telescoping three-spoke multifunction steering wheel that combines the flat bottom of the Lamborghini Gallardo'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 is VW's electrically assisted rack-and-pinion steering that does a convincing impersonation of hydraulic power assist. On-center feel seems better than that of the 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't exactly hide its larger size, especially if you drive it back-to-back with the previous generation.

if you drive it back-to-back with the previous generation. The rest of the interior is much

The rest of the interior is much like the five-cylinder Jetta's. The dashboard sits quite high, a product of the tall cowl. The gauges, the aluminum trim, and the dressed-up pedals are exclusive to the GLI, but the climate control and the radio can be had in the base Jetta. A leather-wrapped shift knob exclusive to the GLI sprouts from between the seats and has a light and positive feel but still can't match the mechanical precision of the TSX's shifter.

match the mechanical precision of the TSX's shifter. Our tester had comfortable and supportive optional leather

Our tester had comfortable and supportive optional leather seats that were part of

a $3200 package that bundles dual-zone climate control, heated front seats, a

sunroof, satellite radio, and radio and trip- computer controls on the steering wheel. À la carte options include rear side-impact airbags ($350) and the 18-inch wheels and tires. Our loaded manual GLI (the twin-clutch automatic DSG would add $875) stickered for an Audi-like $28,705. German refinement doesn't come cheap these days, even when it's wearing a VW badge.

It might sport that badge, but the rest of the vehicle constantly whispers Audi, so much so that this newest GLI bears almost no relation to the previous GLI. This successor is chasing after $25,000-to-$30,000 sports sedans, and if you're shopping in that class, the GLI is a viable alternative. However, many of us will miss the cheeky nature of the previous GLI. We'll get over it. After all, we still loved George Jefferson even after he stopped being Archie Bunker's neighbor and moved on up to the East Side.

COUNTERPOINT

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

DAVE VANDERWERP What'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 turbo four? Even so, I'm not ecstatic. For one, the view out front is odd. All the sheetmetal is hidden from my eyes by the short, sloped hood-feels too much like watching a movie. It's essentially a sedan version of the Audi A3, but the same engine tugs harder in the Audi, likely due to 107 fewer pounds. Plus, hatchbacks always beat sedans in cargo hauling. The price is the same, too, so I'll take the better-looking A3.

TONY SWAN Assessed as an instrument for dissecting urban traffic, the GLI isn't quite as scalpel sharp as some of the small hot-rod sedans zooming around town. There may be just a little too much mass for the level of muscle available here. But put it in a back-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. As compact 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 GLI Vehicle 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, leather 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

on 18-inch aluminum wheels, $750; rear side airbags, $350 Major standard accessories: power windows and locks,

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

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

ENGINE Type: turbocharged and intercooled inline-4, iron block and aluminum head Bore x stroke: 3.25 x 3.65 in, 82.5 x 92.8mm Displacement: 121 cu in, 1984cc Compression ratio: 10.3:1 Fuel-delivery system: direct injection Turbocharger: BorgWarner K03 Maximum boost pressure: 11.4 psi Valve gear: belt-driven double overhead cams, 4 valves per cylinder, hydraulic lifters, variable intake-valve timing Power (SAE net): 197 bhp @ 5500 rpm Torque (SAE net): 207 lb-ft @ 1800 rpm Redline: 6500 rpm

DRIVETRAIN Transmission: 6-speed manual Final-drive ratio: 3.94:1/3.09:1*

Gear - Ratio - Mph/1000 rpm: Max test speed I - 3.36 - 5.5 - 35 mph (6500 rpm)

II - 2.09 - 8.8 - 57 mph (6500 rpm)

III - 1.47 - 12.5 - 81 mph (6500 rpm)

IV - 1.10 - 16.7 - 108 mph (6500 rpm)

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

DIMENSIONS Wheelbase: 101.5 in Track, front/rear: 59.6/58.8 in Length/width/height: 179.4/69.3/57.5 in Ground clearance: 5.4 in Drag area, Cd (0.33) x frontal area (25.1 sq ft, est): 8.3 sq ft Curb weight: 3353 lb Weight distribution, F/R: 59.1/40.9% Curb weight per horsepower: 17.0 lb Fuel capacity: 14.5 gal

CHASSIS/BODY Type: unit construction Body material: welded steel stampings

INTERIOR SAE volume, front seat: 50 cu ft rear seat: 40 cu ft luggage: 16 cu ft Front-seat adjustments: fore-and-aft, seatback angle, lumbar support; driver only: height Restraint systems, front: manual 3-point belts; driver and passenger front, side, and curtain airbags rear: manual 3-point belts, side and curtain airbags

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

STEERING Type: rack-and-pinion with electric power assist Steering ratio: 16.2:1 Turns lock-to-lock: 3.0 Turning circle curb-to-curb: 35.1 ft

BRAKES Type: hydraulic with vacuum power assist, anti-lock control, and electronic panic assist Front: 12.3 x 1.2-in vented disc Rear: 11.0 x 0.5-in disc

WHEELS AND TIRES Wheel size/type: 7.5 x 18 in/cast aluminum Tires: Bridgestone Potenza RE050A, 225/40R-18 92Y Test inflation pressures, F/R: 33/33 psi Spare: full use with steel wheel *This final-drive ratio is for 5th and 6th gears only.

C/D TEST RESULTS ACCELERATION: Seconds Zero to 30 mph: 2.5

40

mph: 3.9

50

mph: 5.2

60

mph: 7.1

70

mph: 9.1

80

mph: 11.4

90

mph: 14.7

100

mph: 18.2

110

mph: 23.4

120

mph: 29.9

Street start, 5-60 mph: 7.8 Top-gear acceleration, 30-50 mph: 13.2 50-70 mph: 8.3

Standing 1/4-mile: 15.5 sec @ 92 mph Top speed (governor limited): 129 mph

BRAKING

70-0 mph @ impending lockup: 169 ft

HANDLING Roadholding, 300-ft-dia skidpad: 0.83 g Understeer: minimal moderate excessive

FUEL ECONOMY EPA city driving: 24 mpg EPA highway driving: 32 mpg C/D-observed: 22 mpg

INTERIOR SOUND LEVEL Idle: 42 dBA Full-throttle acceleration: 79 dBA 70-mph cruising: 71 dBA

COMPLETE REPORT SECTION 3: Reviews, Road Tests and Features Volkswagen Jetta My, how you've grown!

COMPLETE REPORT SECTION 3: Reviews, Road Tests and Features

Volkswagen Jetta

My, how you've grown!

BY TONY SWAN

May 2005

Jetta My, how you've grown! BY TONY SWAN May 2005 Country of origin notwithstanding, the Volkswagen

Country of origin notwithstanding, the Volkswagen Jetta is an American invention. Okay, make that an invention inspired by the American market. The rest of the world is okay with hatchbacks, such as the Golf, VW's worldwide bestseller. But we prefer formal sedans—cars that have proper trunks. Which is why the original Jetta materialized in 1980. Volkswagen told us it 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, America liked it. While the rest of the world made the Golf VW's perennial sales leader, here in the U.S. the Jetta topped the company'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 much—174 feet from 70 mph is decent—and 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 compact German athlete. That sense starts with the car's general sense of solidity, augmented by a classy-looking interior and nicely sculpted bucket seats, plus handsome exterior styling that's as smooth and flowing as previous Jettas were bull-nosed and blocky. You don't have to squint very hard to see a Phaeton that someone 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 start adding option packages—not to mention about a grand for the automatic—you'll soon 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

THE VERDICT Volkswagen Jetta Highs: Sophisticated styling, uptown interior, lovely torque band.

Highs: Sophisticated styling, uptown interior, lovely torque band.

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 due this summer. Maybe we'll just refrain from looking at the price tag.

COUNTERPOINT

Lows: Mid-size-sedan mass, modest grip, absence of on-center steering feel, ambitious pricing.

The Verdict: Autobahn luxury in a compact package.

TONY QUIROGA Base Volkswagens have never been terribly exciting or sporty. Promote yourself to a higher-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 most basic trim, modern, upgradable VWs have always been luxurious and well built for their segment—they've just been slow. This newest Jetta, even in its most basic form, offers nearly sports-sedan-grade handling while delivering levels of refinement previously unseen in the economy-car class. It's a little faster than before, but still slow, so it seems that, aside from the small handling improvement, VW is sticking to its game plan.

small handling improvement, VW is sticking to its game plan. GREG N. BROWN I was flying

GREG N. BROWN I was flying up the side of Palomar Mountain in VW's new slab of bread and butter, surrounded by the plateful of fancy treats for the comparo in this issue. While my colleagues were busily noting the workings of the pricey sedans at speed, I was feasting on simpler fare but enjoying it just as much. This latest Jetta, even with its base engine and automatic transmission, 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 this tasty high-torque front-driver.

TOM COSGROVE Downsizing 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 the smaller 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 that bissects the large opening on the front fascia gives it a look of braces on buck teeth. A black plastic or carbon-fiber-like treatment 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, where the 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 dig into 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's thrilling 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, all three 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 new VW energizer. Besides, VW's Audi division has plenty of experience making five-cylinder engines smooth and reliable. To minimize the increase in length caused by the additional cylinder, VW engineers moved the drive chain for the overhead cams from the front of the engine to the back. This move also prevents torsional vibrations in the crankshaft from affecting valve timing.

vibrations in the crankshaft from affecting valve timing. That change also makes it possible for the

That change also makes it possible for the new engine to use one Lamborghini part—the aluminum-alloy 20-valve cylinder head found on one bank of the Gallardo's V-10. This greatly improves the engine's breathing over the two-valves-per-cylinder head on the previous four-cylinder Jetta. Combined with variable intake-valve timing, the result is peak torque of 168 pound- feet, up 38 percent from the old engine, despite just a 25-percent displacement increase. Peak power is up 30 percent to 148 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 also promises to be a low-maintenance powerplant. The timing chain and coolant are guaranteed for the lifetime of the car. Spark plugs should go 60,000 miles, and oil changes are at 10,000-mile intervals. —Greg N. Brown

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-CD changer, 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

ENGINE Type: inline-5, iron block and aluminum head Bore x stroke: 3.25 x 3.65 in, 82.5 x 92.8mm Displacement: 151 cu in, 2480cc Compression ratio: 9.5:1 Fuel-delivery system: port injection Valve gear: chain-driven double overhead cams, 4 valves per cylinder, hydraulic lifters, variable intake-valve timing Power (SAE net): 148 bhp @ 5000 rpm Torque (SAE net): 168 lb-ft @ 3750 rpm Redline: 5800 rpm

DRIVETRAIN Transmission: 6-speed automatic with manumatic shifting Final-drive ratio: 3.89:1 Gear - Ratio - Mph/1000 rpm - Max test speed I - 4.04 - 4.6 - 27 mph (5800 rpm)

II - 2.37 - 7.8 - 45 mph (5800 rpm)

III - 1.56 - 11.9 - 69 mph (5800 rpm)

IV - 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 in Track, front/rear: 60.7/59.7 in Length/width/height: 179.3/69.3/57.5 in Ground clearance: 5.4 in Drag area, Cd (0.31) x frontal area (25.1 sq ft, est): 7.8 sq ft Curb weight: 3340 lb Weight distribution, F/R: 59.3/40.7% Curb weight per horsepower: 22.6 lb Fuel capacity: 14.5 gal

CHASSIS/BODY Type: unit construction Body material: welded steel stampings

unit construction Body material: welded steel stampings INTERIOR SAE volume, front seat: 50 cu ft rear

INTERIOR SAE volume, front seat: 50 cu ft rear seat: 40 cu ft luggage: 16 cu ft Front-seat adjustments: fore-and-aft, seatback angle, front height, rear height, lumbar support Restraint systems, front: manual 3-point belts; driver and passenger front, side, and curtain airbags rear: manual 3-point belts, curtain airbags

SUSPENSION Front: ind, strut located by a control arm, coil springs, anti-roll bar Rear: ind, 1 trailing link and 3 lateral links per side,

coil springs, anti-roll bar

STEERING Type: rack-and-pinion with electric power assist Steering ratio: 16.4:1 Turns lock-to-lock: 2.9 Turning circle curb-to-curb: 35.8 ft

BRAKES Type: hydraulic with vacuum power assist and anti-lock control Front: 12.3 x 1.0-in vented disc Rear: 11.3 x 0.5-in disc

WHEELS AND TIRES Wheel size/type: 6.5 x 16 in/cast aluminum Tires: Michelin Energy MXV4, 205/55R-16 91H M+S Test inflation pressures, F/R: 33/33 psi Spare: full size on steel wheel

C/D TEST RESULTS ACCELERATION: Seconds Zero to 30 mph: 3.1

40

mph: 4.9

50

mph: 6.8

60

mph: 9.2

70

mph: 11.8

80

mph: 15.2

90

mph: 18.6

Street start, 5-60 mph: 9.3 Top-gear acceleration, 30-50 mph: 4.3 50-70 mph: 5.5 Standing 1/4-mile: 16.8 sec @ 85 mph Top speed (drag limited, C/D est): 129 mph

BRAKING 70-0 mph @ impending lockup: 174 ft

HANDLING Roadholding, 300-ft-dia skidpad: 0.80 g Understeer: minimal moderate excessive

FUEL ECONOMY EPA city driving: 22 mpg EPA highway driving: 30 mpg C/D-observed: 23 mpg

INTERIOR SOUND LEVEL Idle: 40 dBA Full-throttle acceleration: 71 dBA 70-mph cruising: 66 dBA

mpg C/D -observed: 23 mpg INTERIOR SOUND LEVEL Idle: 40 dBA Full-throttle acceleration: 71 dBA 70-mph
COMPLETE REPORT SECTION 3: Reviews, Road Tests and Features Volkswagen Unveils New Jetta The fifth-generation

COMPLETE REPORT SECTION 3: Reviews, Road Tests and Features

Volkswagen Unveils New Jetta

The fifth-generation sedan is bigger and more powerful.

November 2004

sedan is bigger and more powerful. November 2004 November 19, 2004 — Volkswagen today released the

November 19, 2004 — Volkswagen today released the first official photos of its all-new Jetta, Volkswagen’s most popular model in the U.S., accounting for about 40 percent of the brand’s overall volume. It goes on sale this coming March, and will make its worldwide public debut at the Los Angeles auto show on January 5, 2005, at which time pricing will be announced.

The new Jetta has grown in size from the previous model, and features a four-wheel independent suspension, a new 2.5-liter 150-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 transmission (TDI only).

The Jetta’s new technology includes standard electro-mechanical steering, electronic stability program (ESP), and four-wheel disc brakes with next-generation ABS.

The new Jetta’s interior will be roomier than it predecessor’s 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, three- point safety belts adjustable headrests for all five occupants, front seatbelt pre-tensioners with load limiters, and emergency locking retractors on all seatbelts.

Built at Volkswagen’s production facility in Puebla, Mexico, the Jetta’s assembly process promises to set quality standards for this model segment, according to VW.

The new Jetta has a stronger body than its predecessor, recording double-digit improvements in its dynamic and torsional rigidity. 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 seams—nearly 14 times more than in the previous Jetta.

welding system. The result is a dramatic increase in laser-welded seams—nearly 14 times more than in
welding system. The result is a dramatic increase in laser-welded seams—nearly 14 times more than in
COMPLETE REPORT SECTION 3: Reviews, Road Tests and Features The Frugalympics New-tech hybrids go up

COMPLETE REPORT SECTION 3: Reviews, Road Tests and Features

The Frugalympics

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

BY PATRICK BEDARD

September 2004

a four-door hair shirt. BY PATRICK BEDARD September 2004 When gas prices bump the weather out

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

Just remember—your gas mileage may vary. This is the one salient detail you should take from all the verbiage, theirs and ours. Producing an accurate gas-mileage evaluation is so difficult that most folks don't think even the federal government can do it.

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

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

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

opportunity until after low-sulfur fuel arrives in 2006. We hear of diesel's great popularity in Europe.

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 the fuel cost, stupid. Although diesel fuel prices in the U.S. have been well above gas prices over most of the past few decades (they happen to be lower now), many European countries have tax incentives for diesel fuel. As a result, in April 2004, diesel cost 41 percent less than gasoline in Poland, 34 percent less in Belgium, and 21 percent less in Germany and Italy. So of

course diesel cars are popular where fuel is cheap. In the British Isles and Switzerland, where diesel fuel costs a shade more than 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 Jetta GLS TDI powered by a 100-hp turbocharged four.

A Pair of Hybrids

Toyota and Honda take much different approaches to the idea of a hybrid car. The Toyota is Star Trekky-looking in any crowd, whereas the Honda blends to background among its Civic siblings. Think of the Prius as the Nerd's Solution—a unique, lightweight, super-roomy four-door body crammed with drive-by-wire power and braking and enough software to make Microsoft a little jealous. It's a "parallel" hybrid, which means it can run on its gas engine, or its electric battery, or some combination of both.

The Honda Civic Hybrid is a regular Civic four-door with an extra-thrifty four-cylinder engine supplemented by a wonderfully simple hybrid adapter that gives regenerative braking (recaptures energy into the battery on deceleration) and electric torque boost when needed for acceleration. It's

a "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.

electronics or, for that matter, recent battery technology. Your Mileage May Vary Before we get to

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 highway numbers come from tests executed to perfection. If you drive the test conditions, you'll get the test mileage. But tests, even our tests, are idealized in certain ways. We drove real cars on real roads in real traffic. So the results are real. That said, there 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 than three gallons, as we did a few times, a small error leads to a large deviation in mpg. To make matters worse, some cars are notoriously hard to fill precisely—the Prius may be the worst ever.

Mileage on the Highway All 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 its EPA rating.

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

Still, the hybrids copped the top two places for solid reasons: They are engineered to be frugal even without the hybrid part. Their smaller, extra-efficient engines would be unacceptable performers to most drivers without the acceleration boost that's also baked into the hybrid package. They have special 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 even at high road speeds.

encouraging. Frugality is possible even at high road speeds. Mileage in Town The Prius again scored

Mileage in Town The 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 light loads; they inject very little fuel and they have no throttling losses. Again, the One-Calorie Echo did superbly at 42 mpg.

losses. Again, the One-Calorie Echo did superbly at 42 mpg. We ran this test twice with

We ran this test twice with consistent results, except for the Civic's. The Honda ran the first loop in the automatic temperature mode, the second in auto with the "econ" button pushed. Econ allows the engine to shut down at traffic lights. The results were profoundly different—40 mpg with the engine running all the time, 53 mpg when the engine could shut down in times of its own choosing. This is a bigger difference than we expected, but not, it turns out, beyond the expectations of fuel-economy engineers. Loss of air conditioning on stops was tolerable; it would be less so on the hotter days of high summer. Keep in mind, though, that this improvement is possible only in stop-and-go driving. If you manage to roll through every stop, you'll have a different result.

These four cars are by no means equal. The parsimonious Echo is a thinly upholstered box utterly lacking in spirit, smallest by far in dimensions, weight, and price. Our drivers dreaded taking their turns in the disjointed driving position. That said, the 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 Suburbia This is a cycle lacking the predictable mileage killers of high speeds and frequent stops and starts (we obeyed all stop signs, of 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 drivers should achieve the same results.

Fast Forward at the Racetrack All four entries achieved nearly the same result at the track, between 16 and 18 mpg, signifying very little, we think, except for the limits of regen. Today's technology defaults to regular brakes during high-energy braking, whether it's high g or high speeds. 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 games the system even though it may do so in good faith. That's the wrong take on the numbers, we think.

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

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

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

Where's the Fun? If 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 Place Toyota 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 DMV. This is Metamucil for the road—you'll go, and you'll be glad when it's over.

Third Place Volkswagen 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 that indomitable turbo torque way down at grunting speed. You get to slog around in the ever-widening oil slick at the U-serve, too, 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 Place Toyota Prius (90 points) This is a spaceship, a purposeful thrust into Futureland where saving fuel is Job One. The personality is less automotive than Microsoftian. Push a button labeled "power" to boot up. Your trip is accompanied by lots of uncarlike whirrings and engine on 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 emitted or whatever it's portraying—your knowing won't change anything about the mission. Apparently, Futureland won't be about steering feel and crisp chassis responses. Then again, all of that could be in the next software rev. The Prius is as much a promise as it is a car.

First Place Honda Civic Hybrid (91 points) It'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 driving game that'll seduce even the Deloitte & Touche types who would normally take the bus. It'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 to saving). Even the somber Mr. Greenspan would love it. Would he save up a whole battery full of juice and then, heh-heh, blow it on some foolish full-throttle fling? Would you? If

he save up a whole battery full of juice and then, heh-heh, blow it on some

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

COMPLETE REPORT SECTION 4: Vehicle Quality Ratings Power Circles were designed as an easy-to-use system

COMPLETE REPORT SECTION 4: Vehicle Quality Ratings

COMPLETE REPORT SECTION 4: Vehicle Quality Ratings Power Circles were designed as an easy-to-use system for

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

No data available for this vehicle.

About J.D. Power and Associates Since 1968, J.D. Power and Associates has been conducting quality and customer satisfaction research based on survey responses from millions of consumers worldwide. We do not rely on "expert opinion." Our product and service rankings in no way 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 to improve quality and customer satisfaction, as well as to help consumers make better decisions. J.D. Power and Associates has 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 ownership experience.

COMPLETE REPORT SECTION 5: Crash Test Ratings Each year, the National Highway Traffic Safety Administration’s

COMPLETE REPORT SECTION 5: Crash Test Ratings

COMPLETE REPORT SECTION 5: Crash Test Ratings Each year, the National Highway Traffic Safety Administration’s New

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

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

FRONTAL STAR RATING* SIDE STAR RATING** MAKE & MODEL ROLLOVER RESISTANCE RATING Driver Passenger Front
FRONTAL STAR RATING*
SIDE STAR RATING**
MAKE & MODEL
ROLLOVER RESISTANCE
RATING
Driver
Passenger
Front Seat
Rear Seat
2005 VOLKSWAGEN
JETTA
Not Rated

* Legend for NHTSA Frontal Star Rating

** Legend for NHTSA Side Star Rating

5

stars - 10% or less chance of serious injury

5

stars - 5% or less chance of serious injury

4

stars - 11% to 20% chance of serious injury

4

stars - 6% to 10% chance of serious injury

3

stars - 21% to 35% chance of serious injury

3

stars - 11% to 20% chance of serious injury

2

stars - 36% to 45% chance of serious injury

2

stars - 21% to 25% chance of serious injury

1

star - 46% or greater chance of serious injury

1

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 vehicle weight.

About the NHTSA:

The National Highway Traffic Safety Administration is responsible for reducing deaths, injuries and economic losses resulting from motor vehicle crashes. This is accomplished by setting and enforcing safety performance standards for motor vehicles and motor vehicle equipment, and through grants to state and local governments to enable them to conduct effective local highway safety programs. NHTSA investigates safety defects in motor vehicles, sets and enforces fuel economy standards, helps states and local communities reduce the threat of drunk drivers, promotes the use of safety belts, child safety seats and air bags, investigates odometer fraud, establishes and enforces vehicle anti-theft regulations and provides consumer information on motor vehicle safety topics. NHTSA also conducts research on driver behavior and traffic safety, to develop the most efficient and effective means of bringing about safety improvements.

COMPLETE REPORT SECTION 6: Kelley Blue Book VW Jetta GLI (Manual) BASE BASE 9M25N6 Sedan

COMPLETE REPORT SECTION 6: Kelley Blue Book

COMPLETE REPORT SECTION 6: Kelley Blue Book VW Jetta GLI (Manual) BASE BASE 9M25N6 Sedan 4D

VW Jetta GLI (Manual)

BASE

BASE

9M25N6 Sedan 4D (Manual)

INVOICE

MSRP

Price With Destination Charge and Required Equipment

22,561.00

24,685.00

PRICING DETAILS AND REQUIRED MINIMUM EQUIPMENT

 

INVOICE

MSRP

Base Pricing

21,946.00

24,070.00

Destination Charge

615.00

615.00

Required Minimum Equipment

0.00

0.00

Price with Destination Charge and Required Minimum Equipment

22,561.00

24,685.00

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

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

Engines

OPTIONAL EQUIPMENT

-- \GLS 1.8L & GLI

STD

STD

-

(N/A GL or GLS ex 1.8L)

-- \GLS 1.8L & GLI

STD

STD

-

(N/A GL or GLS ex 1.8L)

-- 4-Cyl 109", 20V, SFI, Turbo (1.8 Liter) \GLS 1.8L & GLI

STD

STD

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

No data for this vehicle.

No data for this vehicle.

No data for this vehicle.

No data for this vehicle.

No data for this vehicle.

No data for this vehicle.

No data for this vehicle.

No data for this vehicle.

Tires

No data for this vehicle.

No data for this vehicle.

No data for this vehicle.

No data for this vehicle.

No data for this vehicle.

No data for this vehicle.

No data for this vehicle.

No data for this vehicle.

-- (5) P225/40YR18 \GLI

STD

STD

-

(N/A GL or GLS)

-- (4) P225/40YR18 \GLI

STD

STD

-

(N/A GL or GLS)

-- (4) P225/45HR17 \GLS 1.8L

N/C

N/C

- (N/A GL, GLS 2.0L & TDI or GLI) (Available & Included Only w/Sport Pkg)

STANDARD EQUIPMENT

Air Conditioning, Manual Alarm System Alternator, 70-Amp Axle Ratio, 4.24 Axle Ratio, 4.24 (Manual Trans) or 5.04 (Auto Trans) Brakes, Power F&R Disc Braking System, Anti-Lock Cargo Net Cargo Net, Front Clock, Digital (Stand Alone) Console w/Storage Cup Holders, (3) Defroster, Rear Window Drivetrain, Front Wheel Drive Drivetrain, FWD Engine Immobilizer Engine: 4-Cyl, 2.0 Liter Engine: 4-Cyl, 8V, SFI, 2.0 Liter Entry System, Illuminated Keyless Remote Control Floor Mats, F&R Fuel Filler Door Release, Remote Control Fuel Tank, 14.5 Gal Cap Lights: Cargo Comp't, Daytime Running, Glove Box & Reading Locking System, Central w/Automatic Door Locks Mirrors, Dual Heated Power Mirrors, Dual Visor Vanity Moldings, Body Side Power Outlets, (2) Radio, AM/FM Stereo w/CD & Cassette & CD Changer Controls Radio: AM/FM Stereo w/CD, Cassette & CD Changer Controls Restraint System: Dual Front, Front Head Curtain & Front Side Impact Air Bag Restraint System: Dual Front, Head Curtain & Dual Front Side Impact Air Bag Restraint System: Dual Front, Head Curtain & Dual Front Side Impact Air Bag Seat, Split Folding Rear Seats, Cloth Comfort Bucket Speed Control Stabilizer Bars, F&R Steering Wheel, Tilt & Telescoping Steering Wheel, Tilt & Telescoping Steering, Power Tachometer Tire, Conventional Spare Tires, (4) P195/65HR15 Trans, 5-Spd Manual w/Overdrive Trans, 5-Spd Manual w/Overdrive or 4-Spd Automatic w/Overdrive Trans: Manual, 5-Spd w/Overdrive Trunk Entrapment Release Trunk Release, Remote Control

W/S Wipers, Variable Intermittent Wheel Covers Wheel Covers, Locking Windows, Power Axle Ratio, 3.65 (Manual Trans) or 4.44 (Auto Trans) Engine: 4-Cyl, 20V, SFI, Turbo, 1.8 Liter Trans, 5-Spd Manual w/Overdrive or 5-Spd Automatic w/Tiptronic Alternator, 120-Amp Axle Ratio, 3.88 Axle Ratio, 3.88 (Manual Trans) or 4.44 (Tiptronic) Axle, Locking Rear Brake Calipers, Red Engine: 4-Cyl, 1.8 Liter, Turbo Engine: 4-Cyl, Turbo, 1.8 Liter Fog Lights, Front Interior Trim, Brushed Metal Seats, Cloth Sport Bucket Steering Wheel, Leather-Wrapped Steering Wheel, Leather-Wrapped Suspension, Sport Tires, (4) P225/40YR18 Traction Control Trans, 6-Spd Manual Trans, 6-Spd Manual or 5-Spd Automatic w/Tiptronic Trans: Manual, 6-Spd Trip Computer Trip Computer, Mini Mirrors, Dual Illuminated Visor Vanity Moon Roof, Power Glass Radio System, Monsoon Sound Wheels, Lockable Alloy

Special fees, credits and incentives

No data for this vehicle.

No data for this vehicle.

No data for this vehicle.

-- 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) ($0.15

per 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.

No data for this vehicle.

No data for this vehicle.

No data for this vehicle.