Volkswagen exclusive

2017 Volkswagen Golf AllTrack SEL

Posted by CarSoup.com Editors on Nov 2, 2017 in Reviews |

Combining the best of cars and SUVs into one

The new 2017 Volkswagen Golf AllTrack combines almost everything I’ve always loved about the Golf SportWagen with a certain cool factor that non-wagon lovers might say was missing.

Almost? Yah, it would’ve been even better if TDI were stamped on its backside and the awesome 2.0-liter turbo-diesel still bolted into its engine bay. I know the dirty little devil isn’t exactly on good terms with the world right now, but those of us who love modern-day oil burners are lamenting their loss from VW’s lineup and most other Euro brands.

As it is, this beefy little five-door gets VW’s still impressive gasoline-powered 1.8-liter direct-injection four-cylinder that puts out 170 horsepower and 200 lb-ft of torque, which is plenty to propel its minimal mass forward in lickety–split quickness no matter the slipperiness of tarmac or alternative road surface underneath, thanks in part to standard 4Motion all-wheel drive.

The AllTrack’s increased ground clearance combines with an “Off Road” driving mode that is claimed to optimize “traction on uneven surfaces,” says VW, but unfortunately I didn’t have time to find out how it goes about its off-the-beaten-track business firsthand during my test week. I’m guessing it’s a soft-roader at best, as there’s no low gearset or locking differentials. Its all-season rubber on optional 18-inch Canyon alloys didn’t exactly fill me with rock-crawling confidence either, but a little summer beach sand might’ve been fun in the absence of any knee-deep powder.

I think Volkswagen had the latter in mind when creating the Golf AllTrack, along with weekend jaunts to the cottage, weeklong road trips with a tiny Boler or Scamp in tow (I wonder if you can get one of those in Tornado Red?), or any other light duty use for strong torque and four-wheel traction.

I don’t have either so I’ll keep my road test comments to driving without camp trailer, not to mention the usual laurels I laud on any Golfs’ superb interior, which in this case includes VW’s excellent 6.5-inch proximity sensing, Apple CarPlay, Android Auto and MirrorLink infused touchscreen infotainment system. This is truly one of the better touchscreen displays in the business, with an excellent backup camera, nicely detailed navigation mapping and accurate GPS guidance.

All Golf SportWagens benefit from an outrageously roomy interior, especially in the very back for cargo where it can gobble up 30.4 cubic feet with the rear seats upright and 66.5 cubic feet when laid flat, while a center pass-through makes the 60/40 split-folding rear seatbacks more flexible, so being that this new AllTrack is no different from the wagon in this respect it works very well for heavy hauling.

The base 2017 Golf AllTrack S starts at $25,850 and comes packed full of features, some items not yet mentioned including a raised suspension, SUV-like matte black body cladding, aluminized front and rear undertrays, aluminum-look rocker molding trim, silver roof rails, aluminum-finish mirror caps, a six-speed manual gearbox, 17-inch Valley alloy wheels, halogen headlamps with static cornering capability, powered and heated side mirrors with integrated LED turn signals, ambient LED interior lighting, a leather-wrapped steering wheel, shift knob and handbrake lever, cruise control, Bluetooth phone connectivity with audio streaming, voice activation, SD card slots, Car-Net App-Connect, a rearview camera, satellite and HD radio, a USB port, V-Tex leatherette upholstery, heatable eight-way partial-powered front seats, variable cargo load floor, in the cargo area, etcetera.

The $29,430 Golf AllTrack SE adds auto on/off headlamps, fog lights, proximity keyless access with pushbutton ignition, rain-sensing wipers, 400-watt Fender premium audio, a 115-volt household-style power outlet, and a really nice powered panoramic sunroof, while as-tested $32,890 SEL trim includes the automatic DSG transmission as standard, the larger 18-inch alloys noted earlier, dual-zone auto climate control, more upscale Discover Media infotainment with navigation, and 12-way powered front seats.

A $1,995 Driver Assistance and Lighting package adds HID headlights, adaptive cruise control, autonomous emergency braking, lane assist, parking assist, and park distance control, which is enough for an IIHS Top Safety Pick when equipped, whereas all Golf AllTracks get a 5-star overall safety rating from the NHTSA.

All of this kit comes in a cabin that’s extremely well finished for the class, albeit this will hardly be unexpected for any Golf owner. Some of the premium-like detailing includes fabric-wrapped A-pillars, a soft-touch dash that extends to the halfway point of the instrument panel, soft-touch front door uppers, a beautifully finished leather-wrapped flat-bottom sport steering wheel with wonderfully thin spokes filled with high-quality switchgear, stylish gray carbon-like dash and door inlays, glossy piano black accents, and plenty of satin-finish aluminum trim throughout.

The AllTrack’s monochromatic multi-information display between the otherwise highly-legible gauge cluster isn’t up to standards in a class that’s now filled with high-resolution TFT color graphics in this position, but as noted the infotainment system is ultra impressive. Additionally, the just noted HVAC system is nicely laid out and easy to operate, plus the three-way heatable front seats come on fast and stay strong.

On that note the seats are superb, with excellent side bolstering, plus there’s loads of room in back, good lower back support, and a nice wide folding armrest with integrated cupholders at center.

The AllTrack drives much like any other Golf wagon, with a very compliant fully independent suspension that, while extremely comfortable over rough pavement, still manages curves much better than expected from a vehicle with more ride-height than its donor platform. I like the tradeoff, the raised suspension providing plenty of travel as well as better visibility all around, while any added weight certainly wasn’t noticeable at takeoff where the little turbo four provided all the get-up-and-go needed, the optional six-speed automated dual-clutch transmission with manual mode especially quick shifting.

Of course, the engine and autobox were set up for fuel economy first and foremost, the 2017 Golf AllTrack achieving an EPA rating of 22 mpg in the city, 30 on the highway and 25 combined as-tested with the automatic, and 22 mpg city, 32 highway and 26 combined with the manual. These numbers are identical to the Golf SportWagen when outfitted with similar equipment.

With the Golf AllTrack, Volkswagen has taken one of my favorite cars and made it better. This type of crossover SUV makes a lot of sense these days, as it combines the raised ride height, rugged styling, and roominess of an SUV, with the sporty handling and fuel economy of a car. I highly recommend it.

Story credits: Trevor Hofmann, American Auto Press Photo credits: Karen Tuggay, American Auto Press Copyright: American Auto Press

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2017 Volkswagen Passat SEL Premium 3.6 VR6

Posted by CarSoup.com Editors on Oct 25, 2017 in Reviews |

Conservatively handsome VW delivers big on performance and infotainment

Volkswagen had big hopes for its supersized Passat when it replaced the smaller Euro-spec B6 model back in 2011 for the 2012 model year. I tested and reviewed a base model with the old TDI turbo diesel and a top-line 3.6 that year, and while impressed with the styling, performance and roominess, I was a bit put off by its downgraded interior refinement.

After a first foray with the car my review comments included, “The dash, door uppers and inserts remain high-quality soft touch synthetic, but that’s about it for premium pliable composites as the rest of the cabin is less impressively finished in hard plastics, a disappointment when compared to most top-line models in the mid-size segment, and a downer considering just how well-made the old Passat’s interior was.”

To make matters worse, the replacement Euro-spec Passat B7 was a move up in every respect. VW followed this European-market sedan with a unique five-door Passat Alltrack (similar to our Golf Alltrack, but larger), a model VW’s Herndon, Virginia-based U.S. headquarters must now be lusting after considering how well Subaru is doing with its Outback, while the entirely new Passat B8, introduced in 2014, is such a styling knockout and appears so upscale inside that any knowledgeable American Volkswagen fan (the majority of which are quite well versed in the brand’s global affairs) will feel slighted.

After all, we had to wait until last year for a mild mid-cycle update to a Passat design that’s been in our market for seven years without much noticeable change. It’s still handsome in a conservative way, but compared to the Euro B8 or the stunning new Arteon four-door coupe, the Passat looks old as the hills. As you might expect, the car’s sales are considerably softer than its interior plastic these days, with the first half of 2017 resulting in just 35,137 units. All of last year was slightly stronger at 73,002 deliveries, but the model’s steady fall from its initial 2012 calendar year high of 117,023 units is evident when viewing the numbers in between, which totaled 109,652 units for 2013, 96,649 for 2014 and 78,207 for 2015.

This loss of favor is shared with some other mid-size sedans that have been shoved aside for the current crossover SUV trend, VW’s own 2018 Atlas hoping to alleviate some of the brand’s mid-size four-door pain, but the Passat never owned as much market share as its rivals and continues to be a minor player in the lucrative mid-size sedan game. At the close of Q2 2017 it sat eighth most popular, behind the Toyota Camry, Honda Accord, Nissan Altima, Ford Fusion, Chevrolet Malibu, Hyundai Sonata, and Kia Optima, only beating the Subaru Legacy, Mazda 6, and the already cancelled Chrysler 200. In other words, VW will want to rethink its approach to the mid-size market when it comes time to replace this aging model.

For the time being it soldiers through the 2017 model year with a slightly refreshed uniform as of last year, plus some important updates inside, its most notable feature being a completely revised infotainment touchscreen boasting proximity-sensing pop-up switchgear plus Apple CarPlay and Android Auto. S trim remains the Passat’s base model from just $22,440 plus freight and fees, with the lineup also including the $23,975 R-Line, $25,485 SE, $27,995 SE with Technology, and top-tier $30,995 SEL Premium, the latter two trims available with the base 1.8-liter turbo four as well as the 3.6-liter VR6 currently being reviewed.

VW shipped this car in Deep Black Pearl with an eye-catching Titan Black and Golden Oak interior that doesn’t appear to be available from the retail site anymore, the latter saddle brown color referring to the second hue of its two-tone interior motif, which is used for the door panel inserts, the ribbed leather seat inserts, and the contrast stitching found on those seats. The cabin is further upgraded with glossy gray-stained faux hardwood in classic American sedan tradition, and yes I say this last part with tongue firmly in cheek, as I’d rather be surrounded in the optional matte light oak woodgrain that looks and feels a bit more realistic. A generous dose of piano black lacquered plastic adorns key areas as does VW’s usual assortment of satin-finish and bright metallic accents, while a merely average color multi-information display that sits within the Passat’s classic analog gauge cluster is totally upstaged by the aforementioned infotainment system.

This new touchscreen interface is a considerable step up over its replacement and truly world class overall, thanks to stylish new graphics, quick response times from its superb mapping and guidance system, navigation being standard in SE with Technology and SEL trims while the useful backup camera is standard across the line. This said most competitors offer a 360-degree surround monitor in top trims, but the SEL’s standard 400-watt Fender audio system pumps out tunes with gusto, which is always appreciated. Smartphone setup was easy, while the audio streaming functions worked flawlessly during my weeklong test. Ditto for the dual-zone auto HVAC system, plus the front and rear heatable seats.

I wish I could leave it at that, but not all was rosy as far as VW electronics go. First off, the parking sonar is one of the most annoying of its type I’ve experienced. Even when in city traffic and coming to a stop behind another car, remembering to leave plenty of space ahead, or alternatively when someone pulled up in their lane alongside, it beeped as if I were parking. It was so bothersome I was forced to shut it off on multiple occasions, but fortunately when really needed, like backing into a tight parking spot, it turned back on automatically.

On the positive, none of the Passat’s other driver-assistance features caused such issues. In fact, the adaptive cruise control worked without fault, as did lane change assist, but notably auto high beams aren’t included in the upgrade, nor is autonomous emergency braking, so the Passat is a bit behind the class average when it comes to advanced safety systems.

It’s also one of the only cars I’ve seen with a “Poor” IIHS rating, albeit specifically for its headlights. Still, VW will want to address this issue quickly. Likewise, it only gets a “Marginal” rating (third worst out of four) for its small overlap front crash test on the passenger side, whereas all other crash tests result in a best-possible “Good” score. The IIHS gave it a Top Safety Pick rating just the same, whereas the NHTSA gave it a 5 Star safety rating.

Also problematic, halfway through my test week the passenger-side power-folding mirror decided not to power back out again, so I walked around the car and pulled it out manually. I soon learned such hands-on repair work wouldn’t solve the problem, as it merely flopped around uselessly on the way home, seriously hampering rearward visibility. Strangely, after “rebooting” the car it must have reset itself and therefore worked without fuss for the rest of the week, which leaves me wondering when this problem will rear its ugly head again.

As you can tell, life with the Passat wasn’t without drama, but the car is quite comfortable and plenty roomy front to rear, the trunk downright gargantuan at 15.9 cubic feet and fabulously versatile thanks to 60/40-split rear seatbacks plus a center pass-through, while its fully independent suspension’s ride quality is very good, albeit firmer than some peers. I don’t mind this, because handling is better than average resulting in one of the sportier mid-size sedans in the class.

Likewise, the optional 280 horsepower 3.6-liter VR6 provides plenty of jump at takeoff, followed up by wonderfully smooth and linear power delivery throughout its rev range. This is one of the more potent six-cylinder engines in the mid-size segment, and combined with the agile chassis makes for quite a sporty sedan. No, I’m not going to dub it with sport sedan status, but its six-speed dual-clutch auto is quicker shifting than some of the newer nine-speed units and therefore is much more engaging, enhanced considerably by paddle shifters behind the steering wheel spokes. It doesn’t hurt that the latter item is one of the segment’s best, a flat-bottom, soft leather-wrapped affair that’s ideally shaped for performance driving.

At the opposite end of the spectrum the larger engine is still reasonably efficient with fuel, eking out a claimed 20 mpg city, 28 highway, and 23 combined rating compared to the standard 1.8-liter four-cylinder that’s good for 23 mpg city, 34 highway and 27 combined.

Truly, the Passat isn’t without merit, which is reason enough for its small but loyal following. Nevertheless, contemplating its shortcomings makes me wonder how much further our aging American-spec model will slide down the 2018 mid-size sales chart with the arrival of the most compelling Camry and Accord offerings ever. Volkswagen will make improvements to the 2018 Passat, a 177 horsepower 2.0-liter four-cylinder replacing the base 1.8-liter unit for a 7-hp bump in power, but that’s probably not enough to garner much attention.

Story credits: Trevor Hofmann, American Auto Press Photo credits: Karen Tuggay, American Auto Press Copyright: American Auto Press

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2017 Volkswagen Golf R

Posted by CarSoup.com Editors on Oct 18, 2017 in Reviews |

A super sport compact that smartly flies under the radar

Ask any auto scribe to name their top 10 cars and Volkswagen‘s GTI will probably show up somewhere on the list, or at least it did before this Golf R arrived.

At first glance it doesn’t look all that different, other than a few unique aero aids, 19-inch Pretoria alloys, a quad of chrome-tipped tailpipes poking through a rear diffuser, and a big “R” badge on the liftgate, but VW’s usual subtlety (compared to Subaru’s dinner table-sized WRX STI wing) masks a seemingly rally capable drivetrain boasting a 292-horsepower 2.0-liter four-cylinder engine with 280 lb-ft of torque (the same mill as used in the Audi S3 and TTS Coupe), a six-speed manual or dual-clutch automated transmission, and a sport-tuned version of Volkswagen’s already capable 4Motion all-wheel drive.

Before even being handed the Golf R keys, I’d already driven most cars in this hyper-hatch class (the new Focus RS excluded) and therefore had accumulative biases along with a longtime favorite, although full disclosure causes me to admit that my first “R” VeeDub tester was a bright red 2016 model. Yes, we received it, drove it, shot it, drove it some more (and some more) and then lost the interior photo set, leaving me with some wonderful exterior shots. So, this classy Limestone Gray Metallic-painted 2017 version is actually my second Golf R.

Annoyingly true to VW form, I had to test this quickest-ever Golf and fastest VW overall with the $1,100 optional automated transmission instead of its standard six-speed manual. Ditto for last year’s example, which is a shame considering how much more engaging a DIY gearbox can be, and how good VW manuals are. Therefore, despite driving two different Golf Rs, I can’t report on both transmissions. For those that count zero to 60 mph sprint times and other specs, this six-speed DSG is no doubt the quicker shifter at 4.9 seconds, with simple tugs on standard paddles all that’s needed to swap cogs.

While the process isn’t as physically involving, a good thing during busy commutes, it’s a lot more engaging than most automatics and a helluvalot more entertaining than some performance-oriented CVTs in this class, but truth be told VW’s DSG is nowhere near as over-the-top-capable as the one in Mitsubishi’s Evo MR—RIP. That’s the best autobox in this class, as is (or should I say, was) its otherworldly all-wheel drive system, but alas it is no more.

This said the Golf R’s powertrain provides a more mature and refined delivery than the Evo’s more immediate punch. This can be said of most other sport compacts its up against too, with the power supply nice and linear yet not without suitable drama. This is true for the suspension setup as well. It’s ideal for aging buttocks, pampering with standard adaptive dampers that offer three levels of comfort-oriented firmness.

Really, you’d think with all that power it would be a wild ride, but despite the R being brilliant fun off the line and even better through the corners it’s a refined near luxury machine compared to it’s domestic and Japanese contenders. Sure the sound of the engine reverberates thought the cabin at takeoff, but it feels more like a compact Audi than anything remotely high volume, the Golf being my reference here, not the R.

It’s one of the nicer sounding four-cylinder exhaust notes I’ve had the pleasure of hearing, complete with an obnoxious little blatt out the back after every shift when in Race mode, the shifts particularly quick when placed in this most entertaining setting. All modes are displayed in the top left portion of the big infotainment system, although before delving into the impressive details of these finer points, I’d better give you some background and an overview of what’s new.

The R arrived for model year 2016 and therefore the 2017 model carries forward mostly unchanged except for standard blindspot monitoring, and standard Driver Alert, which pays attention to a variety of parameters and then recommends you take a break when you may be getting tired. The 2017 model also includes a Sport HMI display that provides performance details within the base 6.5-inch color infotainment touchscreen (that also features a rearview camera), while the exterior paint palette has grown to include the Limestone Gray Metallic shown here.

You’d think this most potent Golf would be racier looking than the GTI inside, but in fact it’s cabin focuses on delivering a more mature (there’s that word again) premium experience than luring in those easily swayed by flashy styling and glitzy gizmos. Its high (for a mainstream volume-branded compact hatchback) $39,375 base price might have something to do with its more luxury-oriented approach, the GTI with its more provocative interior and eye-grabbing exterior, replete with front fascia styling strakes, targeting a younger demographic with its more attainable $25,595 starting price.

Therefore, leather upholstered sport seats with light gray contrast stitching come standard with the R, 12-way powered for the driver no less, as do piano black lacquered inlays with beautiful blue accent lighting on the doors. Additional sporting elements include a flat-bottomed leather-wrapped sport steering wheel, also with light gray stitching, a leather- and metal-adorned shift knob and leather boot (also contrast stitched), plus metal foot pedals with rubber grips.

The only way to make the Golf R more practical would be to add a wagon variant, but so far VW hasn’t responded to the ultimate wishes of its five-door zealots. Still, standard 40/20/40-split rear seatbacks maximize utility.

Some standard features not yet mentioned include adaptive HID headlights, proximity-sensing keyless access with pushbutton ignition, rain-sensing wipers, dual-zone auto climate control, one of the best standard infotainment system’s in the biz thanks to a big, beautiful 8.0-inch high-resolution touchscreen display, proximity-sensing digital switchgear, superb graphics, quick operation, Apple CarPlay, Android Auto and MirrorLink smartphone connectivity, accurate navigation with detailed mapping, a Fender audio system with eight speakers plus a sub, satellite radio, a USB port, heatable front seats, dynamic cruise control, blindspot warning with rear cross-traffic alert, lane-keeping assist, and parking sensors and much more.

It almost seems silly to tout fuel economy numbers when discussing cars like this, but VW has done a good job of making the Golf R a daily driver that won’t break the bank thanks to an EPA rating of 23 mpg city, 30 highway and 25 combined with the as-tested DSG auto, or 22 city, 31 highway and 25 combined with the manual.

If you want superb power and grip from a car that flies under the radar better than any of its super sport compact peers, the Golf R should be high on your priority list. I only hope VW gives me a 2018 model to play with. Could I order that up with a manual gearbox please?

Story credits: Trevor Hofmann, American Auto Press Photo credits: Karen Tuggay, American Auto Press Copyright: American Auto Press

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2017 Volkswagen Beetle Dune

Posted by CarSoup.com Editors on Sep 23, 2017 in Reviews |

Lots of fun-loving practicality with this funky soft-roader

The unorthodox Dune hit the market last year and caused quite a stir among the VW Beetle faithful. I’m not talking about those who adhere to the wonderful little air-cooled rear-engine “Bug” that put Volkswagen on the global map more than half a century ago, but more so those weaned on the modern-day front-engine, front-drive version that wowed the world as the Concept One when it landed on VW’s Detroit auto show stage in 1994 and eventually arrived as the New Beetle in 1997.

It was thoroughly and effectively redesigned in 2010 for the 2011 model year, the “New” internally named A4 version then old, resulting in the simpler “Beetle” nameplate getting the nod for this A5-based third-generation. It remains less frou-frou and therefore appeals to brawnier types, which has inevitably led to some very eye-catching special editions.

The best of these, in my opinion, is the Classic that arrived for 2015, which now seems to be a permanent fixture within the Beetle lineup, whereas the crossover-styled Dune is on its second year with a convertible version added for 2017, so it appears this wonderfully unusual new addition will become a perennial regular too.

The Dune does a pretty good job of toughening up the Beetle’s less than masculine image, as shown here at its photo shoot location next to a local river a few miles from my home. The gritty dirt underneath and natural background seems fitting, this being the “dune buggy” of the family, although the new Golf Alltrack is probably the more capable compact VW to take up and over unpaved hills.

The expected SUV-like matte black plastic cladding is tastefully applied as a lower body wraparound, adding a little more beef around the wheel cutouts, while VW also spiffed up the design with aluminum-look grille trim and undertrays front and rear. A 0.4-inch raised “Rough road” suspension adds to the crossover look too, allowing more room for a decidedly non-4×4-like set of 18-inch machine-finished Canyon alloys, while wider front and rear tracks plus a thicker 0.9-inch front stabilizer bar make sure that any additional top-heaviness is offset by some newfound stability and extra rigidity in the suspension.

Exclusive Sandstorm Yellow Metallic paint (it’s also available in Deep Black Pearl and Pure White) gets carried over to the dash and door uppers inside, where it’s joined by Curry Yellow piping and stitching on the otherwise black leatherette bolstered seats with gray Dune Cloth inserts (no matter the exterior color chosen), while the Curry Yellow stitching is also found on the leather-wrapped steering wheel, shifter boot, handbrake handle, and center armrest.

The $23,995 Dune hardtop is not only a style icon taken to the next level, but it’s a well-equipped daily driver filled with the types of features today’s buyers want, such as fog lamps, LED taillights, heated power-adjustable side mirrors, an auto-dimming rearview mirror, rain-sensing wipers, cruise control, heatable front seats, a 6.3-inch color infotainment touchscreen, Apple CarPlay, Android Auto and MirrorLink, a backup camera, navigation, two SD card slots, a USB port, Bluetooth phone and audio streaming, front and rear parking sensors, an alarm, and more.

My tester also added a $1,695 Technology package stuffed full of gear including a proximity-sensing access with pushbutton start, eight-speaker 400-watt Fender audio, a large powered moonroof, and more; plus a $795 Lighting package added auto on/off HID headlights with delayed shut-off, LED daytime running lights, and LED license plate lighting.

Front-wheel motivation comes via VW’s turbocharged and direct-injected 1.8-liter four-cylinder that’s capable of a brisk 170 horsepower and equally enthusiastic 184 lb-ft of torque, while partially due to its six-speed auto with Tiptronic manual mode it’s rated at an impressive 24 mpg in the city, 33 on the highway and 28 combined.

While it looks like an off-road warrior the Dune isn’t available with 4Motion all-wheel drive, but its electronic traction and stability control, among other driving aids, reportedly help it go farther into the wilderness than most would think possible, but unfortunately I wasn’t able to go bushwhacking during my weeklong test.

Instead I enjoyed the new Beetle Dune on the streets and highways that run through and around my fair city, not to mention some nice country roads that wind along the same serpentine river used for the backdrop in the aforementioned photos. That’s about as close to a beach as we came to despite how naturally the Dune would’ve looked with sand under its treads, the cool and cloudy weather during our test week not cooperating with any such plans.

Still, the circuitous two-lane riverside road was ideal for throwing the agile Beetle Dune around, the quirky looking two-door hatch handling well despite being quite tall. Its bulbous wheel arches are spaced wider than the upper portion of the car appears, allowing for a lot of real estate between the tires and therefore excellent grip through fast-paced the corners. The Beetle Dune tracks well on the highway too, although sudden wind gusts can knock it around a bit.

Getting up to speed is easy thanks to the previously noted powertrain, with torque aplenty found low down in the rev range allowing for effortless acceleration, while its gearbox doles out shifts quickly, without commotion. It’s actually quite smooth, although it’s optimized for fuel economy before performance and therefore likes to shift sooner than some might like. Shift lever actuated manual mode allows a modicum of control, the Beetle Dune generally as fun to drive as most VWs.

Of course, as life would have it the majority of time behind the wheel was spent in traffic, where the Beetle Dune’s impressive interior came to light. All of the body-color surfaces and mustard hued detailing helped create a happy atmosphere even in the thickest quagmires of daily commutes, the same sporty leather-wrapped flat-bottom steering wheel that provided such decisive directional duty during aggressive maneuvers now delightfully filled with some of the highest quality switchgear in the mainstream sector.

This is nothing new for Volkswagen, its steering wheels some of the best in the industry, this one blinged up with piano black lacquered spokes that almost had me forgetting about the rudimentary monochromatic trip computer imbedded within the otherwise fabulously fun-loving curry-colored gauge cluster.

Where the blocky “dot matrix” inspired graphics in this simpleton multi-information display are about as modern as the original Beetle’s shape, the infotainment touchscreen overtop the center stack is as new and up-to-date as anything in the industry, even including proximity-sensing digital buttons that pop up from the bottom when fingers get near. Its navigation system provided superbly detailed graphics and very accurate routing too, while the backup camera delivered a clear view of the road behind. VW even included rear parking sensors to make sure all that gorgeous gold paint stays scratch free, while Endless Summer sounded great on the Fender audio system.

The Beetle Dune’s seats are as comfortable as they’re attractive, with easy manual operation that included plenty of up and down adjustability as well as a lever for providing additional lower back soothing lumbar support. The Beetle’s tall roofline made access to the back easier than expected, while the rear seats were also more comfortable than I initially thought they would be. That roof height provides adequate headroom for smaller to medium-sized adults, although really tall teens might feel a bit cramped.

Similarly, all Beetle models require a little more compromise than their Golf siblings when it comes to cargo capacity, but the Dune was still quite accommodating thanks to 15.4 cubic feet behind the 50/50-split seatbacks and 29.9 cubic feet when folded flat. Or at least mostly flat, the load floor interrupted with a slight hump where the rear portion of the cargo floor meets up with the lowered seatbacks, but it should be sizable enough for most owners’ needs.

In other words, the new Beetle Dune provides ample practicality with its big dose of funky style. That’s a tradeoff many are willing to make, but then again its relative popularity may not be enough to save it from the axe once 2018 comes to a close. Internet chatter (some from reliable sources) is predicting the iconic models’ demise next year, which probably makes financial sense despite being a downright shame. VW would be better served by a subcompact SUV now that the Tiguan has grown up in size, while word has it the long-rumored Microbus is in the pipeline for 2022 production, electrified no less.

Therefore, if you like this special edition Dune or any other Beetle model you’d better grab one while you can.

Story credits: Trevor Hofmann, American Auto Press Photo credits: Karen Tuggay, American Auto Press Copyright: American Auto Press

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2017 Volkswagen Tiguan Wolfsburg Edition 4Motion

Posted by CarSoup.com Editors on Jul 8, 2017 in Reviews |

Surprisingly good for such an old compact SUV

I know what it’s like to be small in stature. Throughout school I was always height challenged, as some like to call it. Making matters worse, my overall build didn’t easily accumulate upper mass—the type desired—yet had no problem attracting mid-rift bulge—the unwanted variety. I worked hard to overcome the bodily challenges plus greater interest in books and hobbies than sports, combined with a love of sweets, and albeit somewhat unwillingly became a fairly decent athlete. I suppose this is why I relate to the Tiguan.

After all, it’s always been pintsized compared to its supposed “compact” competitors, although it’s more recently had the ego-boosting benefit of looking large among a bevy of new subcompact SUVs—kind of like yours truly “towering” above many of my oh-so wonderfully friendly family, friends and colleagues in my second home of the Philippines. Of course, all of this VW SUV small talk will soon become moot as the German brand prepares to replace this abbreviated 2017 Tiguan with a newer and larger version for 2018, which should help it attract more buyers looking for additional size and functionality at a similar price point.

The current model, which only received a mid-cycle update since debuting in 2007, is smaller than most compacts, and therefore sells in much fewer numbers than more popular compacts like Honda’s CR-V, Toyota’s RAV4, Ford’s Escape, Nissan’s Rogue, etcetera. The Hyundai Tucson and Kia Sportage suffer from a similar scenario, as they’re sized closer to large subcompact SUVs like Mitsubishi’s Outlander Sport, Toyota’s new C-HR, and Nissan’s just-arrived Rogue Sport.

The actual Tiguan sales numbers might be emotionally deflating to those within VW’s ranks were they not in the process of launching a completely revised version, with the current model’s 2017 year-to-date sales of 15,218 units as of May 31 ranking 16th out of 16 models selling into the mainstream compact SUV segment; yes, its YTD sales are now slower than the normally bottom feeding Mitsubishi Outlander. The Tiguan fared slightly better last year, its 43,638 total sales placing 15th overall after all 12 months of 2016 came to a close. Then again, to put all this into perspective last year’s bestselling CR-V sold 357,335 units.

This said does the Tiguan’s poor sales ranking make it a bad choice in the compact SUV class? Not at all. In fact, if you were to compare its sales among subcompact SUVs, its 2017 YTD number and 2016 calendar year sales would put it fifth out of 11 competitors (although two were just added last month). Of course, if we did this we’d need to toss the two Korean compact SUVs into the mix, but even knocking that fantasy sales chart standing down a couple of notches would be a good showing for the little VW.

If you hadn’t noticed, I find sales stats compelling. They’re often the only real indicators of how much we consumers like a given vehicle, or not, and often reflect the overall goodness of a given model, not to mention its value proposition. Of course, in order to achieve a better understanding of true popularity we should also factor in model allocation (just how many units a manufacturer makes available to a given market), the advertising spend (the RAV4 and CR-V get a lot more ad money than the Tiguan), and so on, but as far as unscientific “polling” goes these sales numbers help separate the so called “men from the boys.” That (admittedly gender-specific and therefore totally unacceptable) adage inelegantly segues me back into the current 2017 Tiguan’s size equation, which I’ll get out of the way right now.

The Tiguan is 174.5 inches long with a 102.5-inch wheelbase, 71.2 inches wide and 67.0 inches tall, the latter dimension being the only measurement that exceeds the larger compact SUV rivals mentioned a moment ago. The high roofline makes it ideal for loftier folk (a common physical trait among Germans), but results in an oddly proportioned visual top-heaviness and that short, pudgy appearance noted at the beginning of this review. Some might find it cute, but the Tiguan isn’t an SUV that buyers lust over.

Where it comes up shorter than average is cargo capacity, the Tiguan’s 23.8 cubic feet of rearmost luggage space and 56.1 cubic feet upon second-row seatbacks being laid flat nowhere near as capacious as the Escape’s 34.3 cubic-foot and 68.1 cubic-foot respective offering, or for that matter the Rogue’s 39.3 cubic-foot and 70.0 cubic-foot advantage, the RAV4’s 38.4 cubic-foot and 73.3 cubic-foot benefit, or the CR-V’s even grander 39.2 cubic-foot and 70.8 cubic-foot capacity.

What the VW has over most of these Japanese competitors (Rogue excluded) is rear seat passenger/cargo flexibility, the seats folding in the usual 60/40-configuration, albeit enhanced by a large center pass-through that also acts as a dual cupholder-infused armrest for rear outboard passengers. This means when laying longer items like skis down the middle those more comfortable window seats are available for a much nicer trip up the mountain. The cargo area is finished nicer than most competitors too, with higher-grade carpeting that goes all the way up the sidewalls.

Where lack of size seems an obvious shortcoming, I fully understand why some SUV buyers will appreciate the more compact model’s inner city driving, parking and handing advantages. The Tiguan is a wonderfully agile little runabout, its nicely sorted independent suspension nimbly capable through intertwining streets, lanes and alleyways, some of the latter not even paved in my town and therefore appearing more like backcountry trails than anything urban. Such is a good proving ground for the suspension’s inherently compliant nature. Deep dips and rugged bumps are easily overcome in comfort, whereas the model’s aforementioned ride height provides excellent visibility when tightly surrounded by traffic. The Tiguan’s general lightness aids fast-paced handling as well, as does its unique German suspension tuning, the little ute managing to ably slingshot through serpentine stretches of tarmac just as easily as it points and shoots through commuter congestion.

All 2017 Tiguans come with VW’s peppy 2.0-liter TSI gasoline-powered four-cylinder, producing 200 horsepower and 207 lb-ft of torque. A six-speed automatic with Tiptronic manual mode puts the power down to the front wheels more engagingly than many of its peers’ continuously variable transmissions, while as-tested 4Motion all-wheel drive is optional and very adept at mild off-road and snowy situations. Again, the Tiguan’s general lightness allows this little engine to feel more energetic than it might otherwise in one of its larger compact rivals, but either way it’s a more formidable entry-level powertrain than all of the above-noted SUVs. In fact, of the four mentioned only the Escape offers a more capable four-cylinder engine, and then only in a much pricier trim, making the Tiguan’s performance advantage obvious as soon as you step on the throttle.

This performance comes at a cost, however, the Tiguan’s fuel economy not the thriftiest in the segment at a claimed 20 mpg city, 24 highway and 22 combined in FWD or 20 city, 24 highway and 21 combined with AWD. This hardly compares well against the CR-V’s 28 mpg city, 34 highway and 30 combined rating with FWD or its 27 city, 33 highway and 29 combined AWD estimate, the Honda also being the largest and most powerful alternative of the four rivals just mentioned, so going smaller doesn’t necessarily give you an advantage at the pump.

I mentioned trim levels a moment ago, and in a nice change of events Volkswagen provided a more basic Tiguan for this go-around. This normally happens when a given automaker is trying to promote a special edition model, our weekly rides usually fully loaded so we can enjoy the best experience possible. Without fail our second-rung (out of four) tester was in fact the Wolfsburg Edition, which takes a base $24,995 Tiguan S and adds 17-inch Novara alloys, a panoramic sunroof, and an eight-way power-adjustable driver’s seat with four-way powered lumbar, while according to VW a set of “Wolfsburg Edition” badges were to be added to the outside B pillars, but I couldn’t find any.

I defer to the associated paperwork VW handed out when picking up the car, and yes it says “Tiguan Wolfsburg Edition 4MOTION” right there in black on white. A quick trip over to the VW.com website verifies that indeed the Wolfsburg Edition’s infotainment system isn’t available with navigation (not included in my loaner), and its only paid option is 4Motion AWD for $2,840 (check). So this $32,070 SUV is indeed a fully equipped 2017 Tiguan Wolfsburg Edition 4Motion in standard Pacific Blue paint (new for this year), sans “Wolfsburg Edition” badging. It must have been an early build or someone forgot to add these on at the factory, and yes our American-spec Tiguans actually do come from VW’s Lower Saxony assembly plant, although not for long as the German brand’s Puebla, Mexico facility will produce its successor.

Anyway, it may be interesting for you to know that Reflex Silver is new to the Tiguan paint palette this year and available with the Wolfsburg Edition too, while other possible Wolfsburg colors include Deep Black Pearl, Pure White, and Pepper Gray Metallic, while yet more 2017 Tiguan additions (can you believe they still updated this eight-year old model for its final partial year before getting replaced?) are relegated to pricier Sport and SEL trims.

Notable features pulled up from the base Tiguan S include auto on/off headlights with coming and leaving home functions, roof rails, privacy glass, power adjustable heated side mirrors with integrated turn signals, rain-sensing wipers, heatable washer nozzles, proximity-sensing keyless access with pushbutton ignition, an electromechanical parking brake, a tilt and telescopic leather-wrapped multifunction steering wheel, a leather shift knob, heatable front seats, leatherette upholstery, an auto-dimming rearview mirror, Bluetooth phone connectivity with voice activation, cruise control, air conditioning, a rearview camera, USB and auxiliary audio inputs, satellite radio, tire pressure monitoring, and all the expected active and passive safety features, plus the base Tiguan also includes VW’s (new last year) 6.33-inch infotainment touchscreen with a very cool proximity-sensing display, App-Connect with Android Auto, Apple CarPlay and MirrorLink phone connectivity, an SD card slot, and eight-speaker audio, so together with the additions mentioned earlier the Wolfsburg Edition is quite well equipped.

The Tiguan’s cabin was always a cut above its peers when it came to perceived quality, or rather the touchy, feely stuff that lends to a more premium experience, although to be fair its aforementioned rivals have stepped up their game considerably, so this VW’s full soft-touch dash top and front door uppers are hardly class leading anymore. In fact, my notes merely said, “materials quality is average for the class.” All door inserts were covered in a pleasantly padded rubberized surfacing, while this Wolfsburg Edition’s armrests featured attractive stitched leatherette. The perforated leatherette seat inserts were even nicer, thanks in part to no-charge two-tone beige detailing (all black or solid beige are no-cost options too), while Volkswagen always includes the best quality leather for its steering wheels, this one no different, with switchgear on the spokes that’s way above average. I like the functionality of the numerous big air vents, allowing you to direct ventilation almost anywhere. Lastly, the beautiful panoramic sunroof over top is a particularly welcome bonus to this Wolfsburg, as it adds an open airiness to the interior that would help brighten the cabin year round.

On the downside the monochromatic multi-information display within the primary gauge cluster is more of a simple trip computer and therefore somewhat substandard, but last year’s infotainment system upgrade is still state of the art kit. As noted earlier it gets proximity-sensing capability that, for one, brings up a row of go-to digital buttons when your hand gets close. The graphics are attractive as well, while the resolution is excellent and overall usefulness superb. Likewise, my tester’s audio quality was decent for a just-above-base system, although I must criticize the backup camera for carving off the top portion of the visual with an odd black arc.

Such are the challenges of fitting new technologies into an old design, but all in all the Tiguan is impressive considering it’s been on the market for nearly a decade with very little change under the metal. Nevertheless, the 2018 redesign couldn’t come soon enough. Its larger size, fresh styling, updated features and overall newness guarantees it much greater success than the current version, while the outgoing model’s demise will mean a true subcompact SUV can more effectively slot below to do battle in the fast-growing entry-level sport utility segment. Until then, this 2017 Tiguan represents a well-proven alternative that bridges the gap between subcompact and compact SUVs, delivering plenty of performance, refinement, and first-rate tech.

Story credits: Trevor Hofmann, American Auto Press Photo credits: Karen Tuggay, American Auto Press Copyright: American Auto Press

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2018 Volkswagen Atlas

Posted by CarSoup.com Editors on Jun 15, 2017 in Reviews |

Taking VW on its Shoulders

In Greek mythology, Atlas was the figure that was tasked to carry the sky on his shoulders for eternity.

The 2018 Volkswagen Atlas has a role very close to the mythical Atlas, as VW is counting on Atlas to be a sales star as the company rebounds from its diesel emissions scandal.

The Atlas is large and in charge. It’s the only VW that seats seven, now that the Routan minivan is kaput. And the Atlas’ third row is unique, as you can leave three child safety seats firmly connected in the second row and still have generous access to the adult-sized third row. Yes, you can be more than five feet tall and sit comfortably in the Atlas’ third row.

And while the Atlas is large, it drives like its smaller brothers Touareg and Tiguan. Touareg is considerably more expensive than Atlas ($30,500 base versus $49,495 for Touareg) and priced competitively with the much smaller Tiguan (base MSRP $24,495), which in 2018 guise is larger than the previous generation’s offering. This begs the question, why would anyone buy the smaller, more expensive Touareg instead of the Atlas? I put this question to VW’s media team, and the answer was, “Touareg is a more premium offering.” Well, on paper it may be, but in reality the all-new Atlas is so well contented it’s bound to cannibalize sales from the Touareg. Let’s see what happens.

Speaking of Atlas content, you’ll be impressed at base or SEL trim levels. Let’s start with safety, where VW is world class in terms of content. If there is a system on the market today that helps to keep you safe, it’s standard or optional on Atlas. From electronic stability control to full autonomous braking, it’s offered.

Atlas is the only vehicle in its class to offer the Automatic Post-Collision Braking System, which is standard on all models. This system builds on the premise that a collision is rarely a single, instantaneous action, but rather a series of events that follow the initial impact—the most significant of which can cause additional collisions. The Automatic Post-Collision Braking System addresses this by applying the brakes when the airbag sensors detect a primary collision, helping reduce the chance of additional damage.

Atlas also offers a number of standard and available driver assistance systems, including Adaptive Cruise Control, Forward Collision Warning and Autonomous Emergency Braking with Pedestrian Monitoring, Blind Spot Monitoring with Rear Traffic Alert, Lane Departure Warning, front and rear Park Distance Control, Parking Steering Assistant, High Beam Control and Overhead View Camera.

On the road, the Atlas really excels. As stated earlier, it drives much smaller than its size. I expected it to offer ponderous handling like some other large SUVs in its class. Atlas underpinnings include front coils springs with tube shock absorbers, and a multilink setup in the rear. Meaty 245-section rubber mounted to standard 18-inch wheels offer an aggressive side profile. Atlas gives the impression that it’s just as comfortable on the road as it is off.

And Atlas is indeed off-road capable. Use the console mounted rotary controller to select from four 4Motion all-wheel drive modes: Dry, Rainy, Snowy and Rough. When the going is smooth, the eight-speed Tiptronic transmission handles shifting duties with consummate ease. And while you can ‘rough it’ off-road, you’ll be hard pressed to rough it in the Atlas’ well-appointed interior.

It’s hard to know where to start. Choose the expansive panoramic sunroof, and you’ll get three rows of clear views to the skies. It’s a very large section of glass, but it doesn’t squeak or rattle over washboard surfaces. Impressive.

Another impressive standard feature is the 17 cupholders throughout the three rows. Yes, each passenger can have 2.42857143 drinks at their disposal. To keep all entertained, choose from myriad audio options via the 12.3-inch center console display. It’s crisp, informative and intuitive, among the best I’ve experienced. Apple CarPlay and Android Auto are standard equipment, and a rockin’ 480-watt Fender premium audio system is optional.

At present, the only powertrain available is a 3.6-liter V6 outputting 276 horsepower with either front- or all-wheel drive. Later this year, a front-wheel drive-only 2.0-liter turbo four with 235 horsepower will be available at a lower MSRP. During the media launch we drove both, and either is more than capable of putting a smile on your face when highway-merging duties call for an authoritative burst of power. The V6 is available with a towing package and factory tow hitch capable of hauling 5,000 pounds, while it also gets an EPA fuel economy rating of 18 mpg city and 25 highway under lighter loads.

For those with excellent credit, VW Credit is offering 1.9-percent on the new Atlas. If Volkswagen doesn’t sell every Atlas they build, I’ll be incredibly surprised. It’s one heck of a great SUV at a most impressive and affordable price point. Well done VW!

Story credits: Brian Armstead, American Auto Press Photo credits: Volkswagen Copyright: American Auto Press

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2016 Volkswagen Passat

Posted by CarSoup.com Editors on Nov 7, 2016 in Reviews |

Solid safety, great performance

I’ve long been a fan of Volkswagen products. For many decades, they’ve been big on safety and reliability, and fun to drive. Think Rabbit, Golf, GTI, CC, and R32. But they also offer a good value when it comes to affordable sedan performance. Think Jetta and Passat. For those who like the ability to carry families and gear, Tiguan and Touareg SUVs foot the bill.

On a recent fall day in beautiful Stowe, Vermont, Volkswagen assembled members of the automotive press to test drive the new 2016 Passat 1.8T and 3.6 V6 variants. Noticeably, there is no TDI option in the 2016 lineup, as all diesels have been pulled from the U.S. market pending the outcome of so-called “DieselGate.” During the press conference for the new Passat, VW handled the diesel car situation head on and promised media would be apprised when additional news was available.

Diesel powertrains aside, the new Passat features mostly safety upgrades, with a few new cosmetic touches thrown in for good measure.

I drove two SEL models, one featuring the venerable 1.8T turbocharged four, and the other the powerful 3.6-liter six.

Aside from a prodigious increase in power that one would expect from the 280-horsepower V6, the four producing 170 horsepower, the two SEL models are the same, featuring premium content and superb build-quality.

There are many viable competitors in the roughly $20-40 thousand price range the Passat operates in. Ford, Honda, Hyundai, Kia, Toyota and even BMW, Infiniti, Lexus, Mercedes and VW’s corporate cousin Audi, among others, all offer quality vehicles sure to please.

What sets VW and the new Passat apart from other makes is a host of safety and technology features that belie its price point. I often get asked for new and used vehicle recommendations by family, friends and people I meet who find out my line of work. I always tell them to buy their vehicles based on safety.

How well do they hold up in a crash? What are standard and optional features that will keep you safe? How reliable is the model? What are the model’s insurance rates?

Keeping these variables in mind, Volkswagens are always on my list of brands to consider, particularly for younger drivers.

For 2016, the new Passats offer an impressive array of aforementioned safety and tech features.

My SEL test models came standard with front, front side and side curtain airbags; antilock brakes; electronic stability control, tire pressure monitoring and the Intelligent Crash Response System (ICRS). Following an airbag deployment or the activation of the safety belt ‘tensioners’ engaged by a vehicle crash sensor, the ICRS system takes several steps to ensure occupants can exit the vehicle more easily, while making the area around the vehicle safer for first responders.

First, ICRS unlocks all of the doors, saving precious seconds should occupants need to exit the vehicle, and making it easier for first responders to access the cabin of the car if required. Unlocking the vehicle doors after an accident is a simple, but highly effective idea. In addition to automatic door unlocking, the system also engages the vehicle’s interior lights, making it easier for occupants to locate door handles, and allowing emergency personnel to assess the situation quickly.

Next, ICRS disables the fuel pump, instantly stopping the engine and preventing the vehicle from further unwanted movement. More importantly, stopping the fuel pump ensures the fuel supply stays in the tank, reducing or eliminating the risk of a fire. Furthering this measure, ICRS also disengages all high-voltage electronics.

Visibility is key to safety in many driving situations, including immediately following an accident. Through a simple step, drivers typically forget to activate the hazard lamps after a collision, so the ICRS system does it for them. Immediately after impact, hazard lamps are enabled to make the vehicle easier to spot for emergency personnel and other motorists. This can aid rescue efforts in low-visibility situations and even prevent subsequent impacts with other vehicles.

Working in conjunction with the ICRS system are advanced airbags, which offer a perimeter of protection to all occupants. Passat’s laser-seam welded body structure forms the safety-shell, and also serves as an impact-absorbing measure in case of a crash.

Of course, the above systems are ones that Volkswagen hopes owners and their families will never need to use. That’s why a range of preemptive safety systems are installed as standard on all models, working to prevent an accident from taking place at all.

On the technology front, my $37,655 V6 SEL Premium featured a rearview camera, Adaptive Cruise Control, Front Assist with Autonomous Emergency Braking; Park Distance Control; Park Steering Assistant (a self parking car!); Lane Departure Warning; a Blind Spot Monitor with Rear Traffic Alert; passive access with keyless start, memory seats, an Easy-Open trunk lid; 6.3-inch touchscreen navigation; Fender premier audio, Bluetooth, SiriusXM Satellite Radio, and more.

The new Passat is also well connected, with CAR-NET features that include App-Connect (smartphone integration and interface), Guide & Inform (navigation and infotainment), and Security and Service (emergency services, remote vehicle diagnostics, etc).

And Passat comes with a comprehensive five-year or 60,000-mile powertrain warranty.

With Volkswagen sales a bit slow until DieselGate is sorted out, now is a great time to visit your local VW dealer and negotiate a great deal on a solid, do-it-all sedan.

Story credits: Brian Armstead, American Auto Press Photo credits: Brian Armstead, American Auto Press and VW Copyright: American Auto Press

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2016 Volkswagen Golf 4 Door 1.8 TSI SEL

Posted by CarSoup.com Editors on Nov 7, 2016 in Reviews |

16 volkswagen golf 18 tsi 4door sel frontview

A compact hatchback that remains hard to beat

It’s hardly news that Volkswagen had a tough year, or rather a rough final quarter of 2015. Despite what might appear like doom and gloom when reported on 24-hour news channels, and they’re likely not through the worst of it, there are some positives to build on. One is the recently redesigned Golf, which saw some of the strongest sales growth in its compact segment last year at a stratospheric 93.9 percent. If only VW was so fortunate with its Jetta that saw a decrease in popularity by 22.7 percent, but either way sales are up across the German brand’s compact range.

I’m willing to bet this new Golf is one of the reasons why the Jetta’s sales have slowed. It’s normal for brand loyalists to swap between models, the latest and greatest most often getting the lion’s share of attention, and so it is with the Golf that was redesigned for the 2015 model year and therefore mostly unchanged for 2016. I covered it in 4 Door SEL trim, 4 Door TDI trim (a collective sigh for the TDI) and as the Sportwagen TDI, and all impressed. I wasn’t without criticism, but each delivered at such a high level in most areas that it was easy to agree when many auto journalist associations around the world gave the Golf their car of the year laurels, including the coveted 2015 North American Car of the Year.

My criticisms are the same with this slightly more seasoned 2016 Golf 4 Door 1.8 TSI SEL as they were with last year’s newbies, all with respect to interior refinement. The exterior is classic Golf modernized to perfection, causing two very enthusiastic thumbs up from yours truly, yet while the cabin benefits from many improvements including an even more impressive multifunction steering wheel than in years past, some beautiful new metallic detailing, and even nicer soft touch surfacing where it’s used, it falls short in just how much of it gets used, the quality of some switchgear and a few other misses.

Let’s start with the soft synthetics that have long been part of the higher quality edge (or lack of edges) that set Volkswagen’s interiors apart from many of its mainstream volume badged peers. As noted the new pliable plastics are some of the finest in the compact segment and still cover the entire dash top before wrapping halfway down the instrument panel, even surrounding the primary gauges, and stretching yet further down each side of the center stack, albeit a bit crudely enveloping the cheaper plastic below where the two meet. VW goes further to extend that padded experience atop the door uppers, just like in the previous generation. There’s now a tiny strip of cheaper hard plastic just underneath in front, however, and the rear door uppers are entirely made from the hard stuff, which was never the case before. What’s more, VW used to deliver yet more luxury by wrapping all the roof pillars in cloth, while now only the front A-pillars get the rich treatment. I can live with all this, of course, because it’s still one of the nicest interiors in its compact hatchback class, but I’m really not happy with the subgrade plastics used for the column stalks that are now completely hollow and cheap feeling. Likewise for the power window controls and the rotating dials that surround the HVAC buttons, the latter items a bit on the wiggly side too. But that’s it. The rest of the cabin is brilliant.

From the thin, elegant steering wheel spokes, finished with black lacquer in my tester, the superb quality redundant buttons on top some of the nicest in the industry, to the beautifully detailed gauges that are also surrounded in black lacquer, still analog at each side yet crisp, clear and bright, to the much higher resolution multi-information screen at center, albeit still black and white, to the truly impressive infotainment touchscreen set into the black lacquer-trimmed center stack, now featuring proximity-sensing controls that brighten and pop up while increasing in size when your fingers get near, while they actively come into play when buttons get pushed, and so much more.

This is one of the better infotainment systems I’ve experienced anywhere and all-new for 2016, my upgraded tester’s being eight inches in diameter with navigation that’s actually worth paying extra for, and way too much capability within to sort out in just one week. Still, the Golf’s two infotainment systems are the big “what’s new” improvement this year and should go far to please VW lovers because both the standard and enhanced interfaces embrace simple user-friendly tech just like the brand’s cars. While the system just noted is standard with SEL trim, an impressive 6.5-inch touchscreen infotainment comes standard with S and SE trims, also with a rearview camera, proximity-sensing capability, an SD card slot, CD and eight speaker audio, not to mention the most important part, App-Connect Smartphone integration for Android Auto, Apple CarPlay or MirrorLink along with a USB port.

Along with the upgraded “Discovery” infotainment system SEL trim adds a 400-watt Fender audio system with eight speakers plus a sub, auto on/off headlights, ambient LED interior lighting, LED reading lights front and rear, dual-zone auto HVAC, chrome matte interior detailing, V-TEX leatherette upholstery (it’s disappointing that real leather isn’t offered as done in other markets such as Canada), front sport seats, and a 12-way powered driver’s seat plus a partially powered front passenger’s seat for a truly luxurious small car experience, while the Golf’s exterior was dressed up with exclusive 18-inch alloys that gave the car a more balanced performance-oriented look all-round.

My tester also had the $995 Lighting package that added a sweet looking set of bi-Xenon HID headlights with adaptive cornering capability plus LED DRLs, and a $1,495 Driver Assistance package that includes an auto-dimming rearview mirror, adaptive cruise control, Park Distance Control that displays a graphic on the infotainment system to make sure you don’t scuff up your nice new paint and Parking Steering Assistant for actual automated parking, and blind spot detection with rear cross traffic alert, lane departure warning, plus front assist with forward collision warning and autonomous emergency braking, the latter earning the Golf 4 Door an IIHS Top Safety Pick + rating while the least expensive 2 Door claimed a five star rating from the NHTSA (the 4 Door hasn’t been tested).

Now that we’re talking positives let’s get back to all the touchy-feely luxuries that separate the Golf SEL from those masses. Just slightly above that USB, the aforementioned HVAC system is automatic, dual-zone and nicely organized, this item exclusive to the SEL, but the car’s panoramic powered glass sunroof, proximity keyless access and fog lamps actually pulled up from second-rung SE trim, whereas Volkswagen finished the instrument panel inlay of this SEL model with a stylish patterned black lacquered design decorated with a classy aluminum accent, with the same for the door uppers. Upping the luxury element, a sweet set of stitched and padded leatherette armrests can be found on the sides and at center, while the gear shift and handbrake feature classic leather boots, the former topped off with a plastic and aluminum knob while the latter gets a black lacquered aluminum and leather handle. My tester also received a high-quality overhead console with a large rubberized sunglasses holder, LED map lights, and controls for that just noted sunroof.

The Fender audio system I mentioned earlier sounds better than ever, especially when listening to dance music due to rich and tight bass tones, while the highs are particularly crisp and clear. Of course, it sounded great with all genres of music, something I found out while exercising the steering wheel controls and my eclectic auditory palate. This said the best aspect of the new Golf, at least from a sonic perspective, was the new USB, an item that to much delight I found tucked away within the lower center stack compartment. Up until this year we’ve been stuck with VW’s outdated Music Device Interface, an overly complex answer to a question no one ever should have asked, with Apple and those still using its old technology being the only benefactors. The MDI shipped with a standard dongle featuring a 30-pin Apple connector in stock trim, so if you needed a regular old USB for charging any other type of phone or a newer eight-pin Apple connector you’d be forced to purchase another dongle from your local dealership’s parts counter that, while a great way for Volkswagen to make yet more money, was an added expense and a pain for the majority of customers. Now, hardwiring your phone to the infotainment system or, even more important, recharging it is as easy with the Golf as with every other compact car. Welcome to the 21^st century Volkswagen!

The standard USB and all the noted options pushed the price of my test car to $29,915, plus freight and dealer fees of course, which broken down equals $27,425 for the Golf 4 Door 1.8 TSI in SEL trim, automatic transmission included, plus $2,490 needed for the aforementioned packages, while you’ll still need to choose between three solid and four metallic exterior colors and, depending the latter choice, either Titan Black or two-tone Titan Black and Quartz (gray) interior motifs, none of which will cost you a nickel more.

All of this is very nice, but I’ve neglected to tell you about the Golf 1.8 TSI’s two best interior features, its front seats. These look especially good in SEL trim as they’re finished in VW’s V-TEX leatherette with superb bolstering that really keeps backside in place during hard cornering, which of course is necessary because this is a Golf, not one of its fast looking but less capable competitors. There are mainstream volume branded compacts with more horsepower in base trim, albeit only two and we’re talking a nominal three additional ponies apiece, the Golf’s standard 170-hp four-cylinder clearly ahead of the rest of the pack, but none offers anywhere near its 185 lb-ft of torque, which is available from as low as 1,600 rpm. That’s because the Golf’s entry-level 16-valve, DOHC 1.8-liter four-cylinder is both direct injected and turbocharged for a wallop of performance that doesn’t negatively effect fuel economy, unless you bury your foot into the floor everywhere you go.

That’s tempting of course, as it’s great fun to drive, and not just because it’s quick off the line and totally capable of blasting past big highway trucks on the freeway, but more so because it has the chassis to manage all that power. Underneath is a fully independent suspension made up of coils and struts plus a 22-mm stabilizer bar up front and a four-link setup with coil springs and a 19-mm stabilizer bar in the rear, all combining for the kind of fun-loving performance Golfs have been famous for since the model hit the autobahn in the mid-’70s. Being designed to drive at higher speeds it breeds total confidence at just about any speed here at home, and when pushing it through the curves it’s so much fun that you’ll be wanting to race it around all the time.

There are no paddles on the steering wheel, such niceties left for the GTI, which I highly recommend if finances permit, although the optional six-speed auto in the Golf includes Tiptronic mode for rowing through the gears, and unlike most in this class that don’t perform as well with their automatics as with their base manuals, the 185 lb-ft of torque I spoke of before means that either transmission provides ample get-up-and-go. Flicking the shifter to the right not only allows for manual shifting, but it also engages Sport mode where the powertrain really comes even more alive. When at full throttle it actually holds a given gear right up to its 6,500-rpm redline before shifting, or higher than usual when at partial throttle, or of course you can shift it early via the lever to extract almost as much performance while saving on fuel.

Driving the Golf hard all the time could be an expensive proposition, mind you, depending on your local law enforcement rules about exceeding the speed limit. As noted it won’t rip a hole in your wallet when driven at reasonably modest speeds as it gets a claimed EPA rating of 25 mpg in the city, 37 on the highway and 30 combined with the five-speed manual or 25 city, 36 highway, 29 combined with the autobox.

Even more important, the brakes are discs all-round no matter the trim, even base $18,495 Golfs getting ventilated 286-mm rotors up front and solid 272-mm discs in the back, and coming stock with ABS, EBD, EBA (Engine Braking Assist) and HBA (Hydraulic Brake Assistant), not to mention automatic post-collision braking to go along with its ICRS (Intelligent Crash Response System). Additional safety features include ASR (Anti-Slip Regulation) traction control, ESC (Electronic Stability Control), HHA (Hill Hold Assist), EDL (Electronic Differential Lock), and XDS (Cross Differential System), the latter two being anti-spin features. What’s more, all Golfs get height-adjustable front shoulder belts with pre-tensioners and load-limiters, a theft-deterrent steering column, an anti-theft alarm, an immobilizer, tire pressure monitoring and the usual assortment of airbags.

Now that we’re on a practical note, seating is very accommodating front to back and it’s got room aplenty for cargo, the hatchback opening up a large portal and the rear seats folding completely flat in the usual 60/40 configuration for maximizing passengers and cargo. The seatbacks fold easily too, and feel really well made as they drop into place, while something unusual yet very welcome is the addition of a center pass-through that allows two outboard passengers with longer cargo like skis down the middle. By the numbers you get 17.4 cubic feet behind the rear seats when measuring below its high quality hard tonneau cover, 23.7 cubic feet with that parcel shelf removed, and 153.7 cubic feet when its seatbacks are fully folded.

As I’ve tried to relate throughout this review, that high quality theme permeates the Golf, as it always has. I’ve criticized this latest one for cutting a few corners, and I’m not referring to clipping apexes on the track but rather the cheaper plastics and unclothed pillars noted earlier, but it’s still a cut above most others in this class and on top of its impressive refinement it delivers a level of performance combined with superb fuel economy that’s hard to beat. While VW will have its corporate challenges this year, its problems won’t have anything to do with this Golf 1.8 TSI whose owners will no doubt be as happy as can be with their highly enjoyable, very well made rides. It’s a car I wouldn’t mind living with day in and day out, and one I highly recommend.

Story credits: Trevor Hofmann, American Auto Press Photo credits: Volkswagen Copyright: American Auto Press

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2016 Volkswagen Golf GTI 2.0T 4-Door

Posted by CarSoup.com Editors on Oct 15, 2016 in Reviews |

Few cars can match the all-round goodness of a Golf GTI

The Golf GTI is mostly carryover for 2016, but I don’t think anyone will complain. The redesigned 2015 model was multi award-winning after all, delivering the type of go-fast VW experience that fans of the hot hatch have rallied around since it came into existence in the mid seventies. It’s all about small, light, quick yet practical performance, and this new GTI represents one of the best interpretations of these core values in years.

The result has been more sales, with Volkswagen’s U.S. division delivering 6,307 more GTI’s in 2015 than the year prior, a difference of 36.3 percent with the final tally ringing in at 23,669 GTI’s sold last year compared to just 17,362 the year before, while 2014 improved from just 13,310 sales in 2013.

From a styling perspective the new GTI is clean and crisp, yet it shows off a bit more than we’re used to from Volkswagen. Particularly the three racy black strakes that poke out from its vertical fog lamp surrounds, appearing to somehow feed air to the brakes via some classic ’80s-era slant nose 911 design cues pulled from the past, these being cool albeit not required for cooling the nevertheless impressively large front rotors with sporty red painted “GTI” embossed calipers. Back up front, the upper grille is clean, narrow and wide in VW’s latest tradition, blending nicely into LED enhanced optional HID headlamps to each side. A thin red stripe stretches from side to side, also bleeding into those lighting clusters, the red matching the GTI insignia next to the passenger-side headlamp and those brake calipers just noted, the latter framed by an aggressive set of Connecticut-axe-head-shaped five-spoke alloys on 225/45R18s. A discrete rooftop spoiler hovers over the vertical rear glass, the C-pillars bending in classic Golf style and taillights following that kinked outline to dagger-sharp points as has been done for more than a decade. Those lenses are filled with beautifully detailed LEDs, while the lower bumper is nicely finished off with a matte-black diffuser integrating twin-chromed tailpipes. For GTI fans this car is nirvana, while most others give it the respect it deserves.

Inside, the GTI is finished similar to its predecessors, in that Volkswagen has added classic plaid seat inserts ensconced within black cloth bolsters with red stitching. These are some of the more sporting seats in the industry, not as aggressively bolstered as what you’d find in a Ford Focus RS or Subaru WRX, but supportive enough for most yet easy enough to live with.

The Golf’s usual high-quality soft touch synthetics cover the entire dash top down to the halfway point of the center stack, plus the front door uppers. If you haven’t driven a GTI since this newest MK7 version debuted, your passengers will be missing the higher quality soft touch rear door uppers of older models, while fabric now only wraps the front roof pillars, not the B and C pillars like in years past. Likewise, some of the switchgear is made from a less-dense plastic, although the new car’s styling is modernized and I must say some of the details, particularly the steering wheel and graphic interfaces, are better than ever. While I would’ve appreciated VW maintaining the GTI’s near-premium quality materials, I’d be totally willing to live with some of its downgrades to get its many upgrades.

The ideally shaped three-spoke sport steering wheel is wrapped in some of the highest quality leather available anywhere, while red stitching highlights the rim and gorgeous metallic detailing dresses up the spokes, as does some of the best steering wheel switchgear in the industry. This makes up for the hollow, cheaper feeling column stocks, plus some of the lighter weight and wiggly dials on the center stack, while a higher quality multi-information display with some added color brightens up the primary gauge package, and two new infotainment systems atop the center stack are both solid moves upmarket.

Either infotainment display includes Android Auto, Apple CarPlay, MirrorLink and more, resulting in one of the easier to use operating systems in autodom, plus the larger touchscreen included in my top-line tester featured proximity-sensing technology that enlarges and highlights key links when your hand gets close to the display. A great sounding Fender audio system with tweeters mounted in the A-pillars is another improvement from years past.

The GTI has always been a wonderful compact performance car, hence the legend it lives with. Even those born in the ’80s and ’90s know that it deserves their respect, especially considering many newer upstart models have come and gone. After all, where is the Mazdaspeed3? Sentra SE-R? Corolla GT-S? Any hopped-up Lancer (the Evo is even dead now)? How about an SRT-branded compact Dodge (or any compact Dodge after 2017-sad as the Alfa-based Dart is really a great little sport sedan)? We’ve got to pay homage to Mini for being Mini (especially in JCW-tune), Fiat for its brilliant little 500 Abarth, and Honda for staying true to its Civic Si all through the years and promising a much more powerful SR variant soon, while Ford deserves special tribute for its brilliant Fiesta and Focus ST models, the new Focus RS mind-bogglingly powerful, but VW makes the 296-hp AWD Golf R for such hyper-hatch duties, the GTI targeting saner performance fans who want to hold onto their licenses.

To that end the GTI is a wonderful highway cruiser, a car that’s so comfortable, quiet, stable, and fleet on its feet that you’ll soon appreciate that a larger vehicle is not necessary for covering vast roadways quickly. At the same time it’s one of the better cars you can buy for straightening otherwise curving backroads. This is where its legend was born, way back in the mid ’70s when the only true competitor was the iconic original Mini. Volkswagen offered similar performance and much more luxury when put up against that very minimalist ride, and due to its success many imitators followed.

From a handling perspective this latest MK7 is the best GTI I’ve ever driven. It comes stock with a cross differential system VW dubs XDS, which enhances road-holding with a type of pre-emptive traction control utilizing ABS to reduce understeer in a similar way to how stability control limits oversteer. It’s brilliant when things get slippery, but noticeably adept in the dry too.

While I’d prefer a base six-speed manual for performance driving this dual-clutch automated six-speed DSG, with a precise set of steering wheel-mounted paddles, would make for a difficult decision if it came time to buy. Its response to shifts so quick and immediate, plus the result of VW’s new 220 horsepower 2.0-liter turbo four so thoroughly assertive that it’s breathtaking off the line, when downshifting before a corner, or anywhere else, the wonderful growl emanating from the aforementioned twin pipes at its backend only heightening the adrenaline rush. That’s the most power ever offered in a GTI and unique to my tester’s special Performance package that gets a 10 horsepower bump over the regular 210-hp 2.0L TSI GTI mill, while torque remains the same at a robust 258 lb-ft. I’ve got a feeling this upgrade is very popular, while its very reasonable EPA fuel economy rating of 25 mpg city, 34 highway and 28 combined with the manual or 25, 33 and 28 for DSG is certainly friendlier on the wallet than most performance cars.

I should mention that VW offers the GTI in two body styles and three trim levels plus that Performance package just mentioned, the base 2.0T 2-Door available from just $24,995 plus freight and dealer fees and the 2.0T 4-Door starting at $25,595. The Performance package adds a very reasonable $1,495 to either body style, the 2-Door Performance starting at $26,490 and as-tested 4-Door Performance priced at $27,090. The three trim levels include S, SE and Autobahn, the latter trim reserved for 4-Door models only.

My tester was in base S 4-Door trim with the Performance package, while options included the $1,100 DSG gearbox and a $995 Lighting package that added auto on-off HID headlights with adaptive cornering capability, bringing my loaner very near the $30k threshold with an as-tested price of $28,190 before adding freight and dealer fees.

By the way, along with the increase in power the Performance package adds upgraded 340-mm front and 310-mm rear rotors plus those GTI-branded calipers mentioned earlier, as well as a VAQ locking front limited-slip differential, whereas my S-trimmed tester’s equipment list included VW’s Dynamic Chassis Control with Comfort, Normal, Sport and Individual settings, brushed aluminum pedals, illuminated “GTI” scuff plates, ambient cabin lighting, auto climate control, LED fog lamps, heatable and power-adjustable side mirrors with integrated LED turn signals, heatable washer nozzles, a leather-wrapped multifunction “GTI” sport steering wheel, a leather-wrapped shift knob and handbrake lever, a color multi-information display, Bluetooth phone connectivity and audio streaming, a reverse camera integrated within a large full-color infotainment display, eight-way adjustable front sport seats with heatable cushions, 60/40-split rear seats with a handy center pass-through, a variable-height cargo load floor, autonomous post-collision braking, all the usual active and passive safety equipment, plus much more.

Of course the trim levels mentioned earlier include yet more available features such as auto high beams, rain-sensing wipers, proximity-sensing keyless access, an auto-dimming rearview mirror, front and rear parking sensors, navigation, black Vienna leather upholstery with red accents and a 12-way powered driver’s seat, autonomous parking assist, autonomous emergency braking, lane keeping assist, plus much more, and when all of these active safety features are added the GTI earns a best-possible IIHS Top Safety Pick + rating, whereas all GTIs are good enough for a 5-star NHTSA crash test rating.

Even without all of those upscale features any GTI model feels more premium than the usual mainstream volume branded compact, and as noted earlier it’s a very livable day-to-day commuter. The GTI’s seats are some of the more comfortable sport buckets you’ll find in the compact class with good inherent back support plus superb lateral support due to those deep bolsters noted earlier, but not so much that larger bodies will feel cramped or otherwise uncomfortable. Additionally, the rear seating area has plenty of room for average-sized adults, plus the seats are also comfortable with good lower back support. Still, I appreciated the size of the cargo area most of all, especially when the rear seats are lowered. So configured it becomes a little SUV, with ample room for loading multiple bags of luggage, small pieces of furniture, sports equipment or what-have-you. By the numbers it offers up 17.4 cubic feet when the variable-height cargo floor is placed higher for a flat loading floor or 23.7 cubic feet when lowered, or alternatively 53.7 cubic feet of capacity becomes available when the 60/40 split-folding rear seatbacks are laid flat.

Yes, the 2016 Golf GTI continues to be one of the best all-rounders for those who really love to drive. A regular Golf will more than satisfy if performance is secondary to practicality, a Golf SportWagen even more so, but for those who tend to tackle the cloverleaf highway onramp at double-digit speeds on the way to the office, take the longer more circuitous route home after work, and get all excited when the words “road trip” are uttered, few cars can match the all-round goodness of a Golf GTI.

Story credits: Trevor Hofmann, American Auto Press Photo credits: Karen Tuggay, American Auto Press Copyright: American Auto Press

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2016 Volkswagen Jetta GLI SEL

Posted by CarSoup.com Editors on Oct 15, 2016 in Reviews |

Dual persona GLI is both luxury commuter and weekend track star

In VW-speak the GTI gets the lion’s share of attention, even more so than the hyperactive R or in this review’s case, the GLI.

To be clear there have been at least 25 GTI-branded models from numerous manufacturers over the years, including Citroen, Dacia, Mitsubishi, Nissan, Peugeot, Proton, Rover, Seat, Suzuki and of course Volkswagen, the name originally shortened from Gran Turismo Iniezione, Gran Turismo Injektion or Grand Tourer Injection, depending on where it was coined, fuel injection being new and worthy of emphasis in the ’70s when the Golf/Rabbit-based GTI was introduced. Mention “GTI” in most parts of the world and the majority of car enthusiasts will think only of that legendary VeeDub. As for where the “L” in GLI came from nobody seems certain, VW needing a three-letter acronym for the sportiest version of its Jetta four-door and the middle letter likely derived from the German word limousine that directly translates into sedan. I’m guessing that VW fans won’t likely care how GLI came into existence, only that it did.

The concept makes perfect sense of course, especially considering that our modern-day sport sedan can also be sourced from the land of hyper-speed autobahns and circuitous Black Forest backroads. VW’s Audi subsidiary produces its fair share of sporty four-doors as do its main rivals BMW and Mercedes-Benz, the Volkswagen GLI merely following the mainstream volume brand’s tradition of being a sport sedan for the people.

The first Jetta GLI I personally tested and reviewed was a 2002 Mk4 followed up a year later by a 2003 version of the same car, while the last one I put through the paces was a sixth-generation 2012 model. That car was significant because it returned an independent rear suspension to the Jetta line, while its interior was upgraded to almost match the near premium quality found in the old GLI. This latest 2016 GLI moves things up a notch more, its cabin now featuring VW’s impressive new Android Auto and Apple CarPlay enhanced “MIB 2” infotainment system, while its exterior gets pumped up with more eye-catching styling.

New details include a subtle but effective color substitution on the honeycomb grille, the lower chromed horizontal underline exchanged for bright red, this sportier red theme continuing to bleed into the revised headlamps just like the chrome line use to, although with more dramatic effect. The real drama happens below, however, the lower fascia completely de-chromed and reworked with a narrower reshaped air intake and deeper lip spoiler that’s divided into two body-color sections with additional black aero elements resulting in a much more aggressive, more substantive, wider looking car. Adding yet more to the go-fast appearance, the old GLI’s black-on-black strakes that sat next to vertical fog lamps are now black-on-body-color for even greater homage seemingly paid to the rear brake ducts of ’80s-era wide-body slant-nose 911s, the new GLI’s strakes more artfully surrounding squared-off fogs as they bend downward to visually feed into the thin air slot between the split spoiler mentioned a moment ago. Things are more subdued in back where the rear bumper cap gets a similar split look to the front spoiler, albeit affecting the diffuser-like design just below. The tiny deck lid spoiler above appears the same, as do last year’s updated LED taillights, darkened for the GLI, while the same twinned five-spoke 18-inch Mallory wheels as last year continue to frame large rotors with red painted brake calipers for a decidedly track-ready look.

That MIB 2 touchscreen infotainment system is certainly more advanced than VW’s previous generation unit, now featuring proximity-sensing links that expand as your finger gets close, predicting your choice and making the digital button larger and easier to push while driving. I first tested VW’s upgraded “Discover Media” infotainment system in the 2016 CC, that one featuring the same smaller 6.3-inch display tested here with the Jetta GLI; my second experience was in a 2016 Golf that featured a larger 8.0-inch touchscreen. Despite living with a Samsung Note 4 day in and day out I’m not one for big screens in cars, so the lesser display is just fine by me. What matters more is everything inside, and to that end VW incorporated the latest smartphone interfacing technology for the two most popular operating systems mentioned earlier, as well as MirrorLink. My Samsung obviously synced with Android Auto, allowing a much more intuitive experience than previous VW infotainment systems while incorporating a wide range of functions that I’d probably still be playing with if the German brand had made my weeklong tester a long-term unit. If wishes were horses beggars would ride, or so the old saying goes, more directly meaning that I had to cram my learning into mere days.

In addition to the slick interface, VW Car-Net with intuitive App-Connect is like having a personal concierge along for the drive, allowing full connectivity from your phone to the car and vice versa. The Car-Net portion of the system, which is the feature VW will want you to buy into, is a subscription-based service that offers security features, remote vehicle access, advanced telematics and enhanced navigation.

What matters more to me, however, are the simple things, like finally removing the standard 30-pin Apple connector along with the entire annoying dongle system and replacing it with regular old USB inputs. Shocking I know, but VW, the last holdout to Apple’s antiquated proprietary connector has moved over to the dark side and embraced standardization, the new USBs allowing anyone using any device (yes, even a Blackberry, speaking of holdouts) to freely connect so as to recharge or do anything else that wireless Bluetooth won’t allow. Dual vertical SD card slots are pretty cool additions too, these integrated right into the infotainment interface, while VW still offers an optical drive for those of us who love higher quality tunes yet don’t want to fill up our phones with ultra-heavy FLAC files. Of course, a rearview camera comes as part of the standard GLI package, a handy safety feature no matter the size or outward visibility of your car.

The problem with the latest GLI is that you’ll likely be gawking at all of its techno wizardry, not to mention its sport-luxury detailing, when your eyes should rather be fixed on the road ahead, or behind. It’s all done out in black with red stitching, plus piano black lacquered plastic with glossy red pin striping, along with the usual bright aluminum detailing that performance-oriented VWs have become famous for. The seats are superbly supportive and great looking with amply aggressive bolsters in the midsection highlighted with red stitching, plus stylish ribbed inserts from top to bottom, all done out in pretty real looking and feeling simulated V-Tex leatherette. Hides in mind, some of the nicest genuine leather in the mainstream volume sector wraps around the gorgeous flat-bottomed steering wheel, also detailed with sporty red thread, while red stitched leather adorns the shifter boot, handbrake grip and skirt too, with pleather on the armrest/storage bin lid.

In some ways the Jetta is one of the nicer cars in its class, but in others it doesn’t even measure up to the common Corolla or Elantra, let alone the all-new Civic that’s shockingly good. The GLI’s dash top is beautifully finished in high-quality soft synthetic right to its outer edges and down the sides of the center stack, but other key areas are not detailed to such high standards including the bottom half of the instrument panel, the lower portion of the center stack and the lower console, not to mention each door panel that would normally get soft touch front uppers in this $30-something crowd, but instead only receive a small padded leatherette armrest along with slightly pliable plastic inserts. Volkswagen does wrap the A-pillars with fabric, however, in sportier black like the roofliner, while a nice overhead console boasts a large rubberized sunglasses holder, map lights, a dome light switch, and the controller for the powered glass sunroof.

There’s certainly no shortage of space up front with plenty of legroom plus about four inches of air above my five-foot-eight frame’s head, and more than enough roominess from side to side for my medium build. Likewise in back, where I didn’t have quite as much area to move around in with just three inches above my head and about the same next to my shoulders, albeit quite a bit more ahead of my knees and feet. Volkswagen includes a comfortable center armrest that folds down to expose a leatherette padded top incorporating dual cupholders at its front edge. There aren’t any outboard seat heaters in back, but there’s a 12-volt charger on the rear side of the front center console and the overhead dome light is actually more like two rear spot lamps designed to be turned on separately for reading. Most importantly the rear seats are quite comfortable with good lower back support.

I like the way the GLI balances comfort with performance. It’s a sport sedan for sure, but it hasn’t forgotten its need to be an everyday driver and family hauler either. It’s the type of car you could commute with in total comfort, the seats relaxing no matter how bad the traffic jam, while the ergonomics are excellent all-round and visibility superb. In general, front-seat livability is as good as it gets for a compact mainstream four-door sedan, but then when called upon, for those moments when you just feel like going faster than you probably should, whether on some forgotten backcountry road or merely around a cloverleaf on your way to work, the GLI delivers such superb grip and deft balance that it’s really unmatched in the mainstream compact sedan class, this side of the Subaru WRX at least.

While lowering the ride height by 0.6 inches helps, which surprisingly doesn’t seem to affect ride quality compared to less sporting Jetta trims, VW utilizes a cross differential system dubbed XDS to enhance road-holding further. Call it pre-emptive traction control if you like, but either way it uses the ABS braking system to reduce understeer in a similar way to how stability control limits oversteer, which works wonders on the open road, especially on slippery surfaces, but might cause some problems on the track where too much brake-induced electronics limit stopping power when needed.

While I can’t see a lot of GLI users contesting their cars around local racecourses on weekends, its powertrain might make the prospect tempting. Take-off is very responsive, the GLI getting the GTI’s upgraded direct-injection, turbocharged 2.0-liter four-cylinder after all, now good for 210-horsepower and 207 lb-ft of max torque from as low as 1,700 rpm, while my tester’s six-speed dual-clutch DSG automated transmission was as quick-shifting as autoboxes get, enhanced by paddle shifters on the steering wheel spokes. A short-throw six-speed manual is standard, although I haven’t tested the current one so can’t comment, but previous versions have been superb. Another GLI boon is a very capable set of four-wheel disc brakes that slowed the 3,157-lb sedan quickly with very little fade after repeated stomps, allowing the confidence for later braking before corners.

Braking in mind, VW includes a very useful post-crash automatic braking system that attempts to mitigate the effects of a secondary collision, not that I want to quell your enthusiasm for spirited canyon carving. Of course, ABS, electronic brake-force distribution and brake assist are also standard, as are traction and stability control, tire pressure monitoring, and loads of additional active and passive safety features, while my top-line tester even included blind spot monitoring with rear cross-traffic alert as part of the SEL upgrade. So-equipped the GLI gets the highest Top Safety Pick+ rating from the IIHS, while all Jettas earned a best-possible 5 stars from the NHTSA.

Additional SEL enhancements include the dual-SD-slot and navigation-enhanced proximity-sensing 6.3-inch infotainment system mentioned earlier, and bi-Xenon HID headlamps with adaptive cornering capability. These are some nice high-end extras for a price that’s still at the low end of the premium spectrum, fully loaded for $30,380 plus freight and dealer fees. If you want all the goodies and prefer a manual you’ll save $1,100 right off the top, that model going for $29,280, while you can get into a base GLI for as little as $26,920 with the manual and $28,020 for the DSG auto.

That base model won’t leave you begging for much more, incidentally, its standard features list including halogen headlamps and its own 6.3-inch “Composition Media” touchscreen with most of the goodness of the system I described earlier including Android Auto, Apple CarPlay and MirrorLink, while standard items that get grandfathered up to SEL trim include the GLI’s aforementioned unique front and rear styling, 18-inch alloys, red brake calipers and sport suspension, as well as auto on/off headlights, fog lamps, heatable powered side mirrors with integrated LED turn signals, darkened LED taillights, a rear spoiler, proximity keyless access with pushbutton ignition, doorsill plates, ambient lighting, aluminum sport pedals, a tilt and telescopic leather-wrapped multi-function GLI sport steering wheel, a leather-wrapped shift knob, cruise control, rain-sensing wipers, a color multi-info display, a trip computer, dual-zone auto HVAC, an auto-dimming rearview mirror, a rearview camera, front and rear park distance control with Park Pilot, a Fender audio system with eight speakers and a sub that sounded fabulous, a powered USB input, illuminated vanity mirrors, six-way powered driver’s seat with manual lumbar adjustment, V-Tex leatherette upholstery, a powered glass sunroof, 60/40 split-folding rear seatbacks to expand on the Jetta’s already accommodating 15.5 cubic-foot trunk, plus a flip-down center pass-through that allows rear passengers to enjoy the benefits of the more comfortable outboard seats on the way to the ski hill.

All of this go-fast luxury goodness is fairly efficient too, the GLI EPA-rated at just 23 mpg city, 33 highway and 27 combined for the manual or 24 city, 33 highway and 27 combined for the DSG.

I can think of a lot of reasons why a GLI would make an ideal daily commuter, but its biggest selling point has to be all the fun you can have with it on weekends. It’s a practical do-all four-door when you need it, plus a fully capable autocross track star when called upon. Not many cars pull off such diverse dual personas as effectively as the Jetta GLI, which is why it earns a very high recommendation in my books.

Story credits: Trevor Hofmann, American Auto Press Photo credits: Karen Tuggay, American Auto Press Copyright: American Auto Press

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