Tag Archives: tsi

Driven: 2014 Volkswagen Passat 1.8T SEL

SAMSUNG CSC When Volkswagen introduced the current North American market, US-built Passat in 2011, it was a move seen as either heresy or necessity, depending on which side of the VW enthusiast fence you sat on. After all, if the company wasn’t going to trade on its “Continental manufacturing for the mainstream” appeal, what was the point? At least, that was the counterargument to VW's claim that a midsize sedan designed specifically for the North American market would finally allow them to compete on price, size and content with competitors from Asia and the US. Despite being three model years in, we haven’t yet covered the “NMS” Passat on these pages. No time like the present… SAMSUNG CSC While it may be known internally as the NMS (new midsize sedan), H.M.S. might have been a more appropriate designation – this thing is a yacht. Rear seat legroom, even behind a tall driver, is enough for any budding taxi or livery fleet to bank their success on; ditto the trunk. If merit was based purely on rear seat accommodations, the Passat would surely be a homerun. Of course, it’s not quite that easy, as VW has discovered – the Passat has been relegated to the bottom half of the segment sales charts since introduction. As I would come to find out during my week with the car, that probably has more to do with the stalwarts in this class and the competence of those challengers than any major shortcomings on the Passat’s part. SAMSUNG CSC Still, it must be said – one problem the Passat faces in this larger-than-life marketplace is its styling: it’s conservative almost to a fault. While I find it to be quite classy and unassuming (which is what some would expect in a German car), its competitors sport more visual flash and still manage to put butts in the seats. It’s especially restrained on lower trim levels, where 16-inch alloys or even wheel covers stand in for our SEL’s tasty 18-inch split-five alloys. Still, while the styling may not light hearts afire, the paint quality and shutlines are better than average for the class. SAMSUNG CSC The interior continues the theme of restraint, with Coal Bin Black™ being the color theme of the day, aside from a few wood trim flourishes on the dash and doors. For this lover of mid-90s Japanese autos, the large side windows and low cowl/short dash combination bring back the airy greenhouse feeling of some of my favorites – 1990-93 Accord, I’m looking in your direction. So even though the materials used are dark, the interior still feels bright and spacious, and assembly quality is typically VW/Audi tight. SAMSUNG CSC SAMSUNG CSC SAMSUNG CSC Out on the road, the Passat drives like a big, laid back cruiser – far from the buttoned-down home market feel of its German-made B7 predecessor. Large undulations are felt in two complete up-and-down motions rather than just one, and while a smooth ride is fine, more damper control would be nice. Cornering attitude actually remains quite flat, which is unexpected given the soft ride quality, and the steering is light in effort but accurate and trustworthy. SAMSUNG CSC SAMSUNG CSC Replacing the previous 2.5-liter naturally aspirated 5-cylinder power unit is a standard 1.8-liter turbocharged and direct-injected four cylinder from the EA888 family, which pumps out 170 horsepower and 184 pound-feet. While not much stronger on paper, real-world grunt over the old five-cylinder is palpable, and the real reason it’s here – for improved fuel economy – is immediately apparent in the EPA ratings. Ratings of 24 city and 34 highway trounce the old engine’s 22/31, and with the torque peak now occurring at just 1,500 rpm instead of 4,250, the six-speed auto can upshift early on a wave of torque while still providing adequate forward progress. It’s more than a little reminiscent of the TDI/6-speed DSG combo also available in the Passat, right down to the clattery engine note – though at idle, virtually no engine noise or vibration enters the cabin. Mileage-wise, I was only able to eke out a 27.6 MPG average in mixed conditions, which makes me wonder whether an engine start-stop system might be a worthwhile mid-cycle addition to improve around-town mileage. Highway mileage registered in the low 30s. SAMSUNG CSC With a monster 18.5 gallon tank and honest 30+ MPG highway capability, the Passat is truly a mile crusher – 550-mile ranges are well within reach on road trips. The rest of the car certainly won’t beat you up, either. The seats are comfortable, the Fender-branded stereo is strong (though touchscreen inputs sometimes lag before registering), and all controls feel properly judged and weighted. It’s a nice place to spend time, and it’s quiet – really quiet. Unless you’re on rough pavement, that is – our tester’s 18-inch, 235-section tires and an utter lack of wind noise probably conspired to amplify perceived road noise more than a decibel meter could confirm, but there was enough of a sound difference between smooth and pitted pavement for me to notice. Is it a deal-breaker? No. But if you’re shopping the Passat, you may want to try a trim level with 16- or 17-inch wheels back to back with the SEL to see if there’s an improvement. SAMSUNG CSC SAMSUNG CSC Overall, then, the Passat is a bit of a mixed success. Is it a nice car? Absolutely. And it certainly feels built to hold up in the long run and remain cheap to operate, something its complex forebears couldn’t always say. But does it retain that “Germanic” feel that drew so many now-loyalists to the VW nameplate in the first place? It looks German, but in every other aspect, this is a car built to (perceived) American tastes of roominess and ride quality – whether or not those are current mid-size shoppers’ actual values is still up in the air.  SAMSUNG CSC 2014 Volkswagen Passat 1.8T SEL Premium Base price: $31,715 Price as tested: $31,715 Options on test car: None Powertrain: 1.8-liter turbocharged four-cylinder engine, six-speed automatic transmission, front-wheel drive – 170 horsepower, 184 lbs-ft torque S:S:L-observed fuel economy: 27.6 mpg VW provided the vehicle for testing purposes and one tank of gas. Photos by the author.

First Drive: 2015 Volkswagen Golf TSI and TDI

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Such a feelin's comin' over me There is wonder in most everything I see Not a cloud in the sky, got the sun in my eyes And I won't be surprised if it's a dream

It’s 9:45 a.m., local time. I’m standing at one of what must be a hundred overlooks in Wildcat Canyon Park, looking down on, well, everything.  If you’ve never been to the Bay area (as I had not until this point), there’s no way for me to describe to you the view before me—one that photography has no hope of doing justice. There’s so much going on, yet it’s all encapsulated in a way. One could easily convince a child that the entire world exists within the geography visible from this vantage point. That goes a long way toward explaining the mindset of the average resident, I think. Twenty-four hours ago, I was boarding a plane in Baltimore. In another 24, I should be landing there again. Neither mind nor body has caught up to the change of venue (not to mention the change in time). No point in trying to adjust now, I suppose. “That car is hot,” remarks my co-driver, breaking my reverie. “Hmm?” “It’s hot. Can you smell it?” Indeed, the Golf smells strongly of friction material. Whether it’s from the brakes or the transmission, I can’t quite tell. But my companion has a point. We’ve only done maybe half a mile of non-abusive, uphill canyon driving to this point. There’s no reason for the car to be in any sort of distress. We both chew on the observation for another minute or two, try in vain to snap a smartphone picture that could do the view justice, and then hop back into the car. The new 1.8L Golf TSI may look like a baby GTI on paper. On the road, it’s a different story. Our tester is a four-door “S” model with the sunroof package and six-speed automatic. You have to upgrade to the “SE” trim for 17-inch alloys or “SEL” for 18-inchers. Consequently, our tester is a bit more prone to lean than some of the others may have been. The ride is still quite composed and the handling sharp enough for a little hustling, but the car likes to push and squeal a bit when the corners get tight.

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On the inside, the 2015 is still 100% Golf. The layout is simple and attractive. The plastics are of reasonable quality and the aluminum (Aluminum? Aluminum-look? Alum-enough, regardless) trim is tasteful and judiciously applied. I have only two gripes here. First off, the knobs and other switchgear are still a bit so-so. The HVAC knobs and such don’t feel particularly robust, for example, and as the former owner of a fourth-generation Passat whose radio knob and center console lid lasted all of a month, such things draw my attention. Secondly, what does it take to get a simple USB port in a Volkswagen product? It’s also worth mentioning as well that VW’s competitors are rapidly catching up. The new Mazda3, for example, is easily the VW’s equal. It feels strange to say it, but that makes it no less true. The VW’s cabin is quieter, but the Mazda’s feedback more granular. A wash on paper, maybe, but that’s the sort of thing that can sway a buying decision, depending on the customer. On the bright side, the 1.8L TSI engine is an excellent companion. The small turbocharger means quick spools for excellent response all over the rev range, and since the engine isn’t spun very high, it pulls nicely pretty much all the way to redline. It’s a great package for a daily driver, and while those of us who prefer naturally aspirated engines may miss the character of the old inline-five, the new turbo mill delivers 20% better highway fuel economy without the ridiculously tall gearing of the most recent 2.5L-equipped cars. It’s hard to argue with gaining 6 mpg, especially if you’re in marketing.

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After lunch, we grab a TDI for the drive back to the hotel. The route will take us across the Bay from Richmond to San Rafael, then south on 101, crossing the Golden Gate on the way back into town. Unlike the TSI, the TDI is just a new shell around the same driving experience. The new, two-liter engine is up 10 horsepower from the previous generation. Volkswagen claims it offers a one-mile-per-gallon improvement in both city and mixed driving, but the towering streets of downtown San Francisco are hardly the venue to substantiate that. The TDI is incredibly quiet, punchy and well-suited to highway slogs, and it’s the car to get if you’re the type to travel long distances at constant speeds. It’s no surprise to anybody that the new Golf lineup is stuffed with excellent vehicles; these cars have never suffered from negative critical reception. Where they typically suffer is in value proposition, and to their credit, Volkswagen has made an effort to rectify that.

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Most significantly, the TDI now starts at $21,995. That’s a nice drop from its previous starting MSRP, but at the expense of options. You’ll have to jump up to the $25,495 TDI “SE” if you want a car equipped comparably to the entry-level MkVI. This is a strategy VW has seen success with in the Jetta lineup, and I expect it will do equally well here. On the TSI side, there are no dramatic price shifts, but some options have been re-bundled to make the lower-level trims a better value compared to their outgoing equivalents. It’s nothing earth-shattering, but it should help bring more eyes to the showroom, which is exactly what Volkswagen needs if they’re going to reverse the past year’s sales trends. The Golf’s a winner; that should be no surprise. Whether it’s enough to keep VW’s sales numbers afloat while they work to plug the holes in their lineup still remains to be seen.