The MK VI Golf will start at $17,490 for the two-door and $19,190 for the four-door when equipped with the crappy 2.5-liter five-cylinder. The TDI starts at $21,990, but helps justify that increase with a standard touchscreen audio interface with Sirius satellite radio and the afformentioned sport suspension.

The 2.0-liter turbodiesel makes 140 HP and 236 Lb/Ft - good for 0-60 MPH in 8.6 seconds - and comes with either a 5-speed manual or 6-speed DSG gearbox. Equipped with the manual, the TDI returns 30 MPG city, 41 MPG highway; equipped with the DSG, it does slightly better at 31/42 MPG, 2 MPG better than the 2009 VW Jetta TDI.

Here's the press release:

2010 VOLKSWAGEN GOLF:
SIMPLY PUT—THE BEST GOLF OF ALL TIMES THAT ONCE
AGAIN SETS NEW STANDARDS FOR ITS CLASS

HERNDON, VA, September 28, 2009 – For 2010, the venerable Volkswagen
Golf is ready to stand out yet again-sporting fresh, dynamic styling inside and
out. The Golf, now in its sixth generation, will be available with the highly
anticipated, athletic yet extremely fuel efficient, TDI clean diesel engine.
Available in both two and four-door models, the new Golf carries the Volkswagen
brand heritage into overdrive with proven, German-engineered performance and
refinement at affordable starting prices. The new Golf starts at $17,490 for the
two-door model, and $19,190 for the four-door version. Several options are
available to make the 2010 Golf a perfect choice for those consumers who
demand a compact car that is equipped to not only be functional when called
upon, but also looks, drives, and feels fun at the same time.
Having already been honored as the "World Car of the Year," the latest-
generation Golf promises more vigor, better usability and the best fuel economy
of any Golf to date.

Exterior
From the first glance, the 2010 Golf proudly shows off the new "face" of the
Volkswagen brand with an all-new front end design that includes a wider, double-
bar grille that blends into angled halogen headlamps for a sportier visage (High
Intensity Gas-discharged Xenon headlamps are available as an option on the
TDI model). The body-colored bumper sits above a revised lower front fascia
featuring a wide-mouthed cooling duct. Crystalline oval fog lamps complete the front fascia on TDI models. These elements, combined with the Golf's wider
appearance give the hatchback a more commanding road presence.
Black window trim and the absence of side moldings keep things simple
along the sides, for a cleaner look that remains pleasing to the eye. Heading to
the rear, a hatch spoiler with integrated third brake light sits atop the hatch and is
painted to match the rest of the body while touching on the Golf's sporty
capabilities. Updated taillights mimic their counterparts from up front, and feature
integrated clear turn signal and reverse indicators along the bottom edge.
Running lights are blended into the lower rear bumper which adds a blacked out
insert and a cutout for a pair of exhaust tips.

Engine and Transmission
The 2010 Golf will be available with the choice of two engines, customers
can choose a 2.5-liter inline five-cylinder gasoline engine, or the 50-state
compliant, 2.0-liter four-cylinder clean diesel TDI engine.
The standard 2.5L engine puts out a very usable 170 horsepower at 5,700
rpm, and a potent 177 lbs.-ft. of torque at 4,250 rpm. The 2.5L features an
aluminum alloy cross flow head with four valves per cylinder, double overhead
camshafts, maintenance-free hydraulic lifters, and Motronic® sequential multi-port
fuel injection.
A five-speed manual transmission comes standard on the two-door model,
and a six-speed automatic gearbox with Tiptronic® control is standard on the
four-door, which allows drivers to shift manually with an up or down push of the
gear lever. The manual transmission with the 2.5L engine results in a quick zero
to 60 mph time of 7.8 seconds, and rewards drivers with a return of 22 mpg in the
city, and 30 mpg on the highway. Drivers who option their Golf with the six-speed
automatic transmission can enjoy 23 mpg in city driving and 30 mpg for highway
travel, and an 8.1 second run to 60 mph from a standstill.
For drivers that desire a fuel-sipping compact that emits 25 percent less
greenhouse gas and achieves more than 30 percent better fuel economy
compared to a similar gasoline engine, the 2010 Golf equipped with the 2.0L
clean diesel TDI engine is more than up to the task. Available in both two-door
and four-door models, the Golf TDI is marked by its fusion of German-tuned
performance and impressive fuel economy – compliments of an advanced
electronically-controlled turbocharger and the electronically-controlled direct
injection fuel system. The valve train consists of a single overhead camshaft, four
valves per cylinder and maintenance-free hydraulic lifters for added piece of
mind. All combined, the 2.0L powerhouse produces 140 horsepower at 4,000
rpm, and an impressive 236 lbs.-ft. of torque between 1,750 and 2,500 rpm.
To deliver all that power to the road smoothly, a traditional six-speed
manual transmission comes standard on the clean diesel TDI, and is good for an
EPA-estimated 30 mpg during city travel, 41 mpg on the highway, and zero to 60
mph time of 8.6 seconds. Drivers can also go for the optional six-speed
automatic Direct Shift Gearbox (DSG®) transmission with Tiptronic, and have the
performance of a manual gearbox with the effortless precision of an automatic
transmission. The DSG uses an automated dual-clutch system that instantly
engages and disengages gears without the need for a driver-activated clutch
pedal. A computer engages one clutch on the next gear needed, just as the
clutch from the previous gear is released. Each resulting shift is quick yet
smooth, and lacks the power loss that occurs when using a traditional manual
transmission. Tiptronic mode stops the transmission's automated shifting and
instead lets the driver control gear changes by either tapping the gearshift lever
up or down, or using the shift paddles mounted to the steering wheel. With the
DSG transmission, the Golf clean diesel TDI models provide 30 mpg in the city
and 42 mpg on the highway, as well as an 8.6 second sprint from zero to 60
mph.

Chassis and Suspension
The new Golf yearns to be driven and inspires drivers with the confidence
to do so with the utmost of ease and comfort, whether cruising along the
highways, or taking on the twists and turns of country roads. At its core is a laser-
welded unibody construction that remains stiff and helps keep everything in line
as the Golf zips along. At the front, a fully independent suspension with
McPherson struts and an anti-roll bar comes standard on the 2.5L models, while
the TDI models include an updated sport suspension for improved road-hugging
dynamics. Moving to the rear, a fully independent four-link arrangement with coil
springs, telescopic shocks and another stabilizer bar keep the Golf agile yet
rider-friendly in most any driving situation.
Steering is enhanced with an electro-mechanical, variably-assisted, power
rack-and-pinion system that, when combined with a quick ratio, gives an
unprecedented level of control and accuracy in the corners and out on the
straights. Bringing the Golf to a halt are power assisted four wheel disc brakes,
with vented rotors at the front and solid rotors at the rear and the safety of an
Anti-lock Braking System (ABS). The advanced braking system works
seamlessly with the car's Electronic Stability Program (ESP®) that includes a
collection of traction and safety features such as Anti-Slip Regulation (ASR),
Electronic Differential Lock (EDL), Hydraulic Brake Assist (HBA), and Electronic
Brake-pressure Distribution (EBD).

Interior
On the inside, the latest Golf carries its refinement throughout with a variety
of stylish additions that will aim to keep drivers and passengers comfortable and
pleased. All models start out with eight-way manually adjustable sports seats at
the front, which include two-way adjustable lumbar support, and adjustable head
restraints. The rear seats include adjustable head restraints for all seating
positions, a center armrest, and have 60/40 split folding capability for maximizing
cargo space when needed. Both the front and rear seats come standard with
Volkswagen's "Me2" cloth fabric. Heated seats are available as an option on all
2010 Golf models with the cold weather package, which also adds convenient
heated windshield washer nozzles. At the helm, the updated three-spoke
steering wheel features an embossed center section, and is upgraded to a
leather-wrapped version with multifunction controls on TDI models.
Brushed metallic appearance trim inserts are standard on the dash and in
the door panels of all Golf models, and accent the redesigned instrument panel
and center console. Chrome trim surrounds the tachometer on the left side,
which incorporates an integrated temperature gauge, and the speedometer on
the right, has an integrated fuel gauge. Located between the black analog
gauges is a multi-function onboard computer display that provides the driver with
key information regarding the selected gear, fuel mileage, odometer, and more.
Up top, a full power sunroof can be ordered on all Golf models.
The HVAC system controls are handled by a more ergonomic arrangement
of knobs and buttons versus the more traditional dial and button layout,
complimenting the different stereo and navigation systems available. Standard
on the 2.5L models is an eight-speaker AM/FM radio system with single-disc CD
player, MP3 CD readability, and an auxiliary input jack for connecting portable
media players. All TDI models come standard with a touch-screen 8-speaker
sound system featuring an AM/FM/Sirius™ satellite radio, in-dash six-disc CD
changer with MP3 CD readability, theft deterrence, and an auxiliary input jack.
Mobile Device Interface (MDI) is also standard with the TDI model. For
audiophiles, the crystal clear 300W Dynaudio Lite premium sound system is
available as an option for TDI models, while Bluetooth™ connectivity, for hands-
free calling with a paired mobile phone, is an option on all 2010 Golf models.
The Golf TDI can be ordered with the new touch-screen navigation system
with a 6.5" high resolution display, integrated 30GB hard drive (10GB for
navigation, 20GB for audio), WMA / MP3 audio CD playback, DVD playback, an
SD memory card slot and a 3.5mm auxiliary input jack in the center console. The
system provides both visual and audible commands through the center console
display, as well as the digital display located in the instrument cluster.

Active and Passive Safety
The new Golf upholds Volkswagen's full-line promise of riding protection for
drivers and passengers alike, and includes the Prevent and Preserve Safety
System with 40 different standard features that all work together to help avoid
accidents whenever possible and help protect occupants when an accident is
unavoidable. These include six airbags (dual front, dual front side thorax, and
side curtains), optimized front head restraints, front seatbelt pretensioners with
load limiters, three-point safety belts in all five seating positions (two front and
three rear) with emergency locking retractors, and more. Four-door Golf models
also offer the option of having rear side thorax airbags for outboard passengers.
In addition to the above standout safety items, the 2010 Golf, like all 2010
Volkswagen models, comes with the Electronic Stabilization Program (ESP®) as
standard equipment, ahead of the National Highway Traffic Safety
Administration's (NHTSA) mandate that by 2012, all vehicles produced will need
to include some form of Electronic Stability Control (ESC). According to NHTSA,
having ESC in a vehicle results in 35 percent fewer single-vehicle crashes and
30 percent fewer single-vehicle fatalities in passenger cars. Volkswagen's ESP
compares the driver's intended course with the vehicle's actual direction. If a
discrepancy is detected, ESP automatically brakes individual front or rear wheels
and/or reduces engine power as needed to help maintain directional control.

Warranty
The 2010 Golf comes standard with 24-hour Roadside Assistance for three
years or 36,000 miles (whichever occurs first), plus the following new vehicle
warranties:
• Five-year / 60,000 mile (whichever occurs first) Powertrain Limited Warranty
• Three-year / 36,000 mile (whichever occurs first) New Vehicle Warranty
• 12-year unlimited distance Limited Warranty against corrosion perforation
The Golf, like all 2010 model year Volkswagens, is included in the no-
charge Carefree Maintenance Program. Under this program, all of the Golf's
scheduled maintenance, as described in the maintenance booklet, is covered for
the length of the New Vehicle Warranty – three years or 36,000 miles, whichever
occurs first. Additionally, all current Volkswagens, including the Golf, use
synthetic oil, which, when combined with state-of-the-art German engineering,
eliminates the need for a 5,000 mile oil change. This ultimately allows for all
current Volkswagen owners to driver farther between scheduled oil changes.

Channeling the immense buzzing marketing power of social media, de Nysschen says, "I do not specifically recall using the term "car for idiots" during my informal conversation with the writer."

In the tricky language of PRese "can't recall" translates to "I said it, but man, that was a dumb thing to say!" If de Nysschen had wanted to utterly refute the statement, he would have said, "I didn't say it" or "I was misquoted." Still, now it's been posted up on Facebook for all Audi's schoolmates and former girlfriends to read. Ulrich stands by his original story, which remains unaltered at MSN Autos.

De Nysschen then continues, by writing on his wall, "the feasibility of the Chevrolet Volt as a concept is questionable." Which we admit does sound a lot better than yesterday's outright dismissal of electrics in favor of clean diesel, especially considering Audi is bringing an electric R8 to the Frankfurt Motor Show. As one of Audi's Facebook friends then responded, "cumm onn pplll!!1!"

De Nysschen was speaking to MSN Autos about his frustration things were swinging in the favor of gasoline/electric hybrids over clean diesel technology. He believes consumers have been "hoodwinked" into thinking hybrids are the only answer to eco-friendly cars.

He described the Chevy Volt as "A car for idiots," before adding sarcastically, "They're for the intellectual elite who want to show what enlightened souls they are."

De Nysscen argues that clean diesel could have an immediate impact on national carbon emissions and the overall amount of fuel used, where, in contrast, Hybrids and electrics won't have a demonstrable impact on either for many years to come.

So, Mr. de Nysschen, why can't American consumers buy an A4 with a turbo-diesel and a manual transmission? [via MSN]

Audi has won every race at La Sarthe since 1999, the sole exception being the 2003 event—which wasn’t really an exception at all, as the winning Bentley Speed 8 was nothing but Audi’s all-conquering R8 with a roof and a can of British Racing Green paint.

After retiring the R8, Audi returned in 2006 with the R10, the first modern diesel-engined endurance racecar, powered by a V12 TDI engine, which duly took victory at its first outing at Le Mans.

In 2007, Peugeot stepped up to the plate with a similar design, the 908 HDi FAP, which came in second on its inaugural race, retained this position for 2008, then roared back for a 1–2 finish this Sunday against Audi’s all-new R15. This marks Peugeot’s third win at their home race, after the Peugeot 905’s back-to-back wins in 1992 and 1993.

A Porsche RS Spyder entered by Team Essex/Poulsen Motorsport took the LMP2 class. The Corvettes marked their last race before retirement with a fifth class win in GT1, while in GT2 it was all Ferrari, with the top spot going to Risi Competizione’s F430.

Presented here are the best photos from the race.

The Corvette Racing C.6R of Jan Magnussen of Denmark, Johnny O'Connell of the United States of America and Antonio Garcia of Spain drives during the 77th running of the Le Mans 24 Hour race at the Circuit des 24 Heures du Mans on June 15, 2009 in Le Mans, France.

Photo Credit: Ker Robertson/Getty Images

Ferrari F430's head through the Dunlop Chicane during the 77th running of the Le Mans 24 Hour race at the Circuit des 24 Heures du Mans on June 13, 2009 in Le Mans, France.

Photo Credit: Bryn Lennon/Getty Images

Jan Magnussen (L) of Denmark and Team Corvette Racing and Nicolas Lapierre of France and Team Matmut drive down the Mulsanne Straight during the 77th running of the Le Mans 24 Hour race at the Circuit des 24 Heures du Mans on June 13, 2009 in Le Mans, France.

Photo Credit: Ker Robertson/Getty Images

Nicolas Minassian of France drives the Team Peugeot Total 908 HDi FAP car down the Mulsanne Straight during the 77th running of the Le Mans 24 Hour race at the Circuit des 24 Heures du Mans on June 13, 2009 in Le Mans, France.

Photo Credit: Ker Robertson/Getty Images

An Audi R15 heads down to Indianapolis corner during the 77th running of the Le Mans 24 Hour race at the Circuit des 24 Heures du Mans on June 13, 2009 in Le Mans, France.

Photo Credit: Bryn Lennon/Getty Images

The Peugeot Sport Total 908 HDi FAP of Alex Wurz of Austria, David Brabham of Great Britain and Marc Gene of Spain drives during the 77th running of the Le Mans 24 Hour race at the Circuit des 24 Heures du Mans on June 13, 2009 in Le Mans, France.

Photo Credit: Bryn Lennon/Getty Images

Dindo Capello of Italy drives the Audi Sport Team Joest R15 during the 77th running of the Le Mans 24 Hour race at the Circuit des 24 Heures du Mans on June 13, 2009 in Le Mans, France.

Photo Credit: Bryn Lennon/Getty Images

The Team RML Lola Mazda of Tommy Erdos, Mike Newton and Chris Dyson drives during the 77th running of the Le Mans 24 Hour race at the Circuit des 24 Heures du Mans on June 13, 2009 in Le Mans, France.

Photo Credit: Bryn Lennon/Getty Images

Johnny Kane of Ireland drives the Speedy Racing Team Sebah Lola during the 77th running of the Le Mans 24 Hour race at the Circuit des 24 Heures du Mans on June 13, 2009 in Le Mans, France.

Photo Credit: Ker Robertson/Getty Images

Jan Magnussen of Denmark and Corvette Racing drives during the 77th running of the Le Mans 24 Hour race at the Circuit des 24 Heures du Mans on June 13, 2009 in Le Mans, France.

Photo Credit: Ker Robertson/Getty Images

Cars go through Indianapolis corner during the 77th running of the Le Mans 24 Hour race at the Circuit des 24 Heures du Mans on June 13, 2009 in Le Mans, France.

Photo Credit: Ker Robertson/Getty Images

Cars head towards Terte Rouge during the 77th running of the Le Mans 24 Hour race at the Circuit des 24 Heures du Mans on June 14, 2009 in Le Mans, France.

Photo Credit: Ker Robertson/Getty Images

A Kolles Audi R10 drives at sunrise during the 77th running of the Le Mans 24 Hour race at the Circuit des 24 Heures du Mans on June 14, 2009 in Le Mans, France.

Photo Credit: Bryn Lennon/Getty Images

The Aston Martin Racing Lola of Stuart Hall, Harold Primat and Peter Kox comes in for a pitstop during the 77th running of the Le Mans 24 Hour race at the Circuit des 24 Heures du Mans on June 14, 2009 in Le Mans, France.

Photo Credit: Bryn Lennon/Getty Images

The Aston Martin Racing Lola of Jan Charouz of the Czech Republic, Stefan Mucke of Germany and Tomas Enge of the Czech Republic drives during the 77th running of the Le Mans 24 Hour race at the Circuit des 24 Heures du Mans on June 14, 2009 in Le Mans, France.

Photo Credit: Ker Robertson/Getty Images

Pedro Lamy of Portugal and Team Peugeot suffers rear left hand damage after a collision in the pitlane during the 77th running of the Le Mans 24 Hour race at the Circuit des 24 Heures du Mans on June 13, 2009 in Le Mans, France.

Photo Credit: Bryn Lennon/Getty Images

Why you should buy the 2009 VW Jetta SportWagen TDI:
You want a car that's pretty fast and very frugal and your Labrador hates being left at home. You want a practical, economical family car, but you haven't been brainwashed into thinking your only option once you're pregnant with your first child is a 9-seat Suburban. You like the idea of hybrid fuel economy, but not the lackluster hybrid driving experience. You're a white lab coat-wearing teutonophile with a thing for precise oil-burners. You understand what's going on underneath the hood of a car and are able to wrap your moderately-sized intellect around the concept of DSG.

Why you shouldn't buy this car:
You eat every meal at Mickey D's and your idea of automotive excellence is a late ‘90s Buick. You think diesel is the fuel of communists. The idea of your car doing anything other than slushing its way slowly up to highway speed questions your fundamental understanding of the world. The idea of a Palin/Limbaugh ticket in 2010 has you up at night polishing your guns with excitement. You're the average driver and, like all your peers, you've subconsciously learned to fear any car that requires any thought from its driver. You know how to drive stick.

Suitability Parameters:
Speed Merchants: No
Fashion Victims: Yes
Treehuggers: Yes
Mack Daddies: No
Tuner Crowd: No
Hairdressers: No
Penny Pinchers: Yes
Euro Trash: Yes
Working Stiffs: No
Technogeeks: No
Poseurs: No
Soccer Moms: Yes
Nascar Dads: No
Golfing Grandparents: Yes
Sheiklets: No
Very Serious Businessmen: No

Also Consider:
• the manual version
• 2010 Toyota Prius
• 2010 Honda Insight
• 2010 Ford Fusion Hybrid

Vitals:
• Manufacturer: Volkswagen
• Model: Jetta SportWagen TDI
• Model year: 2009
• Base Price: $23,870
• Price as Tested: $29,410
• Engine type: 2.0-Liter, 4-cylinder, in-line, turbocharged direct injection, common rail diesel
• Horsepower: 140 HP @ 4000 RPM
• Torque: 236 Lb-Ft @ 1,750-2,500 RPM
• Transmission: Dual-clutch automated manual
• Curb Weight: 3,285 Lbs
• LxWxH: 179.4" x 70.1" x 59.2"
• Wheelbase: 101.5"
• Tires: 205/44 R16
• 0 - 60 mph: 9.5 seconds (manufacturer quoted)
• Top Speed: 128 MPH (manufacturer quoted)
• EPA Fuel economy city/highway: 29/40 MPG
• Jalopnik Fuel Economy: 37.4 MPG (city/highway mix 25/75%)
• NHTSA crash test rating: ****(Driver)/****(Passenger)/*****(Side, front and rear)/**** (Rollover)

Also see:
• 2009 VW Jetta SportWagen TDI, Part One
• 2009 VW Jetta SportWagen TDI, Part Two

Exterior Design: ***
Utterly innocuous, but in a handsome way. The Jetta SportWagen's not going to offend anyone, but it's not going to set hearts alight either. Like a black jellybean with chrome accents, it's lucky that those accents actually look nice and restrained. The Jetta could fit into any crowd from a college campus to fancy valet parking.

Interior Design: ****
Initial impressions of a sterile sparseness give way to well thought-out proportions, convenient features and just the right amount of space. VW isn't the only car maker to offer a full-length sunroof, but it really helps lighten up the interior and is well worth the $1,100.

Acceleration: ***
Slow off-the-line, but 236 Lb-Ft of torque provides ample oomph for overtaking, entering freeways and exiting corners. Use the manual mode to exploit the wide powerband of the diesel engine to its fullest and the engine feels great. Leave it in auto and the transmission is was too eager to upshift, spoiling acceleration immensely. It's a torquey diesel, not a high-revving gasoline engine; rapid-fire upshifts are not what's needed here.

Braking: ****
Strong, fade-free brakes and good pedal feel result in complete confidence in the Jetta's braking ability. The DSG transmission spoils it a little bit by clunkily slamming 1st gear home as you come close to a stop and delivering unexpected levels of engine-braking once in that gear.

Ride: ****
Controlled but comfortable, you can feel the road's surface through the steering wheel but not your butt.

Handling: ***
Decent steering feel, good high-speed stability and reasonably light on its feet, the Jetta TDI is always able to do what you ask of it. It's nevertheless a bit on the boring side thanks to softish suspension tuning and a strong propensity for understeer. Competent rather than exciting.

Gearbox: *
The six-speed DSG gearbox is utterly unsuited to the Jetta TDI. Competent drivers will just buy the excellent six-speed manual version and there's no traditional torque converter auto for the huddling masses of stick shift incompetents. That means they'll be saddled with too many jerky shifts instead of smooth progress. All that's going to do is reinforce all the negative stereotypes diesel is saddled with in this country. The DSG box works much better in performance applications, where it's equipped with paddles and different tuning, allowing drivers to fully exploit a high-revving engine. Floor the throttle in the Jetta TDI and you get a succession of upshifts rather than acceleration. You and I will leave it in manual mode and appreciate the reasonably quick shifts, but Joe and Sally normal won't and it'll piss them off.

Audio: ***
The excellent interface makes up for the slightly lackluster sound. Flips through Sirius channels rapidly with full song, artist and station details appearing immediately, most other system lag for a few seconds, which makes browsing frustrating. The MP3 integration and 6-CD changer will fulfill your other musical needs admirably.

Toys: **
How much money do you want to spend? The base $23,870 car is fairly Spartan, but does include fake leather seats. Add the navigation system for $1,990 and you get a latest-gen system with an excellent interface, traffic alerts and rerouting and the above mentioned audio system. The $1,100 sunroof is great too; open wind barely disturbs the cabin and with the sun shade closed you won't even get a sunburn. The $1,100 gearbox doesn't even come with paddles. That's about all you can add except for wheels. (Hint, don't spec the DSG box and spend the money on the sunroof and driving lessons instead)

Value: ****
$23,870 for a right-sized station wagon with a fast and frugal turbo-diesel engine? Sounds good to us. Add 29 MPG city and 40 MPG highway figures and that becomes an excellent deal for high-mileage commuters, long-term owners and epic road trip-takers. The 33 MPG average TDI engine carries a $2,445 premium over the similarly spec'd 24 MPG 2.5-liter Jetta SE. Assuming 15,000 miles a year and equal fuel costs of $2.50 a gallon, you'll need to drive for five years to save money. So figure out your usage before buying if you want to cut costs.

Overall: ***
A great little wagon that's good-to-drive, frugal and unique in the market place, but it'll be spoiled for many by the crappy DSG transmission. If you want the manual, buy without hesitation, if you lost your left leg in the ‘Nam, try before you buy.

Also see:
• VW Jetta SportWagen TDI, Part One

Largely due to GM's abortive efforts with diesel in the '80s, the fuel has an extremely negative image in this country. While thrift-minded Euros have looked no further for decades, most Americans associate diesel with clouds of black smoke, rattles, poor performance and unavailability at gas stations. This created the market gap for hybrids, re-branding fuel economy with technology too complicated for most people to understand and unique styling.

The Jetta TDI seeks to put the kibosh on the rise of the hybrids by pushing traditional automotive values like performance, space, practicality and fun in a package that will still save its drivers money on fuel. Starting at just $22,270 for the sedan and $23,870 for the wagon, that's a $2,445 premium over the similarly spec'd Jetta SE. That puts it squarely in mid-spec 2010 Toyota Prius price territory, and is usefully cheaper than the $27,270 17" wheel-equipped Prius V that's actually decent to drive. Officially rated at 29 MPG city and 40 MPG highway, the Jetta TDI is considerably more frugal than the 21 city/29 highway Jetta SE.

It's fun to drive too. Making 140 HP at 4,000 RPM and 236 Lb-Ft between 1,750 and 2,500 RPM meaning the engine's flexibility and day-to-day usability far outweighs its somewhat disappointing 9.5-second 0-60 MPH time (the sedan does the same run in 8.2 seconds). You can hold high gears on country roads, using fifth for everything from fast overtaking to 40 MPH corners. The chassis returns the classic VW values of complete competence, reasonable response and a fair bit more involvement than most would expect from a compact car. It's not going to set an enthusiastic driver's heart alight, but it would give the average hoon a worthy companion.

Adding the wagon doesn't just decrease the acceleration and increase the price, it transforms the car form a less practical VW Golf/Rabbit/whatever they're calling it these days into something with a serious level of hauling ability for a relatively small vehicle. Seats down, it has 66.9 cubic feet of storage room; seats up that drops to 32.8 cubic feet (double that of the sedan) but creates space for two adults to sit in the rear in comfort with 35.5" of leg room, you could fit a third, pathetic excuse for an adult back there in a pinch. In Europe, the 2009 VW Jetta SportWagen TDI would be considered a spacious family car, it could be in America too as long as you believe in birth control and exercise.

So far, the Jetta TDI makes a convincing case for itself as a do-anything, appeal-to-anyone fuel-sipper, but then you get to the gearbox. People that prefer driving stick need read no further, a standard is fitted as standard and its six speeds are well-spaced and fun to use. But only 6% of all cars sold in America have a manual transmission and this Jetta TDI doesn't come with an auto, it comes with a DSG and an odd one at that.

In performance applications like the VW GTI or Audi TT, VW's DSG gearbox is rightly praised as incredibly quick to shift — just 8 milliseconds on a full-throttle upshift — and, when compared to a torque converter automatic, is very fuel-efficient, lightweight and loses virtually no power. Here, in the Jetta TDI, while driving fast it's no different except for the lack of paddles, manual shifting is done by moving the tunnel-mounted selector forward for up and backward for down. After driving many DSG-equipped cars it's weird not having the paddles, but you get used to it.

It's while doing anything but driving fast that the DSG is problematic. Shift when the transmission's electronic brain isn't expecting it and the transition can take up to 400 milliseconds and is intrusively jerky. Leave it in auto mode, as most drivers are likely to do, and it's even worse. Upshifts come way too soon and too frequently, spoiling acceleration and overtaking ability, while downshifts don't come when expected and are, again, very intrusive, especially for the shift from 2nd to 1st. The DSG doesn't behave like an auto at low speeds, there's no creep and there's a comparatively huge amount of engine braking in 1st. Drive along at low speed, lift off the gas and you come to an abrupt halt, almost as if the parking brake has been left on.

Sport mode is a little better, moving up and downshifts up the rev range a little bit, but it still doesn't allow you to exploit the full expanse of the power band like you want to in a car this flexible.

As a test, I had my auto-only girlfriend drive the Jetta slowly down the private road her parents live on. The first time she lifted off the gas her response was "Ahhhhhh!" The DSG-equipped Jetta just doesn't behave like the average driver expects it to.

Our fear is that the DSG transmission's jerkiness; unpredictability and poor manners will combine with the average American's negative perception of diesel to turn them away from buying the car. Sure, the Continuously Variable Transmissions, on/off engines and electric motors of hybrids result in an odd drive too, but not in a way that would upset the habits of casually careless drivers, in fact the Hybrid driving characteristics play into the "my car is so high-tech I don't understand what it's doing" mindset, the Jetta DSG is just annoying in comparison.

That transmission makes it harder to make a case for the mainstream acceptance of the Jetta TDI over a car like the Toyota Prius. Even with the Jetta TDI's recent 48-state, 58.8 MPG Guinness World Record, the Prius still easily achieves more with an official rating of 50 MPG and hypermiling figures in the 60 and 70 MPG range potentially are easily achievable. Gas is typically cheaper than diesel too.

The end result is a car that we really like, a car that can competently perform everything from people hauling, moving furniture and commuting to driving fast on mountain roads, all for a reasonable price and while returning really good fuel economy. It's also a car that we'd recommend people who'll get the stick should buy. But, the Jetta TDI, when equipped with the DSG transmission, just isn't a car that we think the average American driver will like. That's a shame. Average Americans, we mean.

AutoExpress sources claim the development costs associated with re-engineering the Audi R8 to house the massive twin-turbo diesel V12 would be too great and that Audi would be unable to reap a return in its investment through sales.

The concept Audi R8 V12 TDI made its world debut at the Detroit Auto Show in 2008, sporting aggressively revised bodywork and a 500-horsepower and 737 lb-ft. of torque, 5.5-liter TDI V12 from the Audi R10 Le Mans racer. Needless to say, it would have been nice to see some of Audi's diesel knowledge from its racing endeavors on the street. [wcf via autoexpress]

Not only does the A4 TDI get a 2.0-liter diesel cranking out 136 HP and returning a stout 51 MPG, it also gets a six speed manual transmission stop/start technology that works with the manual, and is available Avant format, though it only gets 49 MPG. Yes, if you live in the US, you can't have a German station wagon with six speed and a diesel that gets outstanding fuel economy. Blame California. We'll get the pitchforks.

This video's a battle occurring around the seven-hour mark pitting Audi R15 TDI driver, Alan McNish and Peugeot 908 HDI driver, Franck Montagny against one another for overall race lead. It was an eerily similar battle to the one between Flying Lizard's Porsche 911 GT3 RSR and Risi Competizione's Ferrari F430 GT that happened during the final lap of the 2007 Sebring race. [youtube via speedtv]

Audi's brand new R15 TDI whomped on the French with a 1st place finish over the 2nd place Peugeot 908 HDI. It was an epic battle between the two diesel powers and McNish in the #2 car was able to take the lead around the 42-minute mark when Peugeot driver, Montagny, made a final fuel-only pit stop. McNish was able to maintain his overall lead, clicking off faster and faster laps that allowed him to gain enough of a gap to eventually win the 100th ALMS race, the 57th Mobil 1 12 Hours of Sebring.

Can they repeat this epic win in Le Mans? We're sure that Peugeot will bring their A-game, but with Audi's amazing performance today, we're not so sure it the French will win on their home turf.

57th Mobil 1 Twelve Hours of Sebring Final Results:
1. (2) Allan McNish, Scotland; Rinaldo Capello, Italy; Tom Kristensen, Denmark; Audi R15 TDI (1, P1), 383.
2. (5) Franck Montagny, Brignoles France; Sebastien Bourdais, France; Stephane Sarrazin, France; Peugeot 908 HDI FAP (2, P1), 383.
3. (4) Mike Rockenfeller, Germany; Marco Werner, Germany; Lucas Luhr, Germany; Audi R15 TDI (3, P1), 381.
4. (7) Luis Diaz, Mexico; Adrian Fernandez, Mexico; Acura ARX-01B (1, P2), 360.
5. (3) Pedro Lamy, Lisbon Portugal; Christian Klien, Austria; Nicolas Minassian, England; Peugeot 908 HDI FAP (4, P1), 356.
6. (12) Jan Magnussen, Denmark; Antonio Garcia, Spain; Johnny O'Connell, Flowery Branch, GA; Corvette C6.R (1, GT1), 349.
7. (11) Oliver Gavin, England; Olivier Beretta, Monaco; Marcel Fässler, Switzerland; Corvette C6.R (2, GT1), 348.
8. (27) Mika Salo, Finland; Jaime Melo, Brazil; Pierre Kaffer, Germany; Ferrari F430 GT (1, GT2), 332.
9. (15) Gianmaria Bruni, Italy; Mathias Russo, Argentina; Luis Companc, Argentina; Ferrari 430 GT (2, GT2), 330.
10. (17) Dominik Farnbacher, Germany; Ian James, England; Panoz Esperante GTLM Ford (3, GT2), 329.
11. (14) Jörg Bergmeister, Germany; Patrick Long, Oak Park, CA; Marc Lieb, Germany; Porsche 911 GT3 RSR (4, GT2), 326.
12. (24) Seth Neiman, Burlingame, CA; Johannes van Overbeek, San Francisco, CA; Darren Law, Phoenix, AZ; Porsche 911 GT3 RSR (5, GT2), 326.
13. (23) Nic Jonsson, Sweden; Eric van de Poele, Belgium; Tracy Krohn, Houston, TX; Ferrari F430 GT (6, GT2), 325.
14. (16) David Murry, Cumming, GA; Andrea Robertson, Ray, MI; David Robertson, Ray, MI; Doran Ford GT MK 7 (7, GT2), 303.
15. (6) David Brabham, Australia; Scott Sharp, Jupiter, FL; Dario Franchitti, Scotland; Acura ARX-02a (5, P1), 302, Drive line.
16. (13) Dirk Werner, Germany; Richard Lietz, Austria; Wolf Henzler, Germany; Porsche 911 GT3 RSR (8, GT2), 274.
17. (19) Joel Feinberg, Ft. Lauderdale, FL; Chris Hall, Daytona, FL; Ritchie Holt, Davie, FL; Dodge Viper Comp Coupe (9, GT2), 251, Clutch.
18. (1) Gil de Ferran, Brazil; Simon Pagenaud, France; Scott Dixon, New Zealand; Acura ARX-02a (6, P1), 246, Mechanical.
19. (20) Robert Bell, UK; Paul Drayson, London, UK; Jonny Cocker, UK; Aston Martin Vantage GT2 (10, GT2), 204, Engine.
20. (9) Chris McMurry, Phoenix, AZ; Tony Burgess, Canada; Bryan Willman, Kirkland, WA; Lola B06/10 AER (7, P1), 151, Electrical.
21. (10) Butch Leitzinger, State College, PA; Marino Franchitti, Scotland; Ben Devlin, England; Lola B09 86 Mazda (2, P2), 149, Mechanical.
22. (26) Dirk Müller, Germany; Tom Milner, Leesburg, VA; BMW E92 M3 (11, GT2), 140.
23. (8) Chris Dyson, Pleasant Valley, NY; Guy Smith, England; Andy Lally, New York, NY; Lola B09 86 Mazda (3, P2), 127, Mechanical.
24. (22) Lou Gigliotti, Dallas, TX; Eric Curran, Easthampton, MA; Lucas Molo, Brazil; Chevrolet Riley Corvette C6 (12, GT2), 89, Mechanical.
25. (25) Clint Field, Dublin, OH; Chapman Ducote, Miami, FL; Jon Field, Dublin, OH; Lola B06/10 AER (8, P1), 77.
26. (18) Bill Auberlen, Hermosa Beach, CA; Joey Hand, Sacramento, CA; BMW E92 M3 (13, GT2), 27, Mechanical.
27. (21) Nicky Pastorelli, Netherlands; Hans Stuck, Germany; Johannes Stuck, Austria; Porsche 911 GT3 RSR (14, GT2), 0, Withdrawn.
28. (28) Richard Westbrook, England; Marc Basseng, Germany; Lance David, Germany; Porsche 911 GT3 RSR (15, GT2), 0, Withdrawn.

[via speed, youtube, americanlemans, coldtrackdays] (Top Photo: Doug Werner)

The #2 Audi R15 of Allan McNish, Tom Kristensen and Dindo Capello lapped the 3.7-mile track in 1:43.596, half a second quicker than their teammates Marco Werner, Lucas Luhr and Mike Rockenfeller in the #1 car, and a full 1.4 seconds clear of the Frenchies in their Peugeot 908’s.

Allan McNish, who scored the first victory for the R15’s predecessor—the R10, pictured above at last year’s race—with teammates Kristensen and Capello at Sebring in 2006, had this to say about the new diesel racer:

The car feels more agile, it feels more reactive, especially at high speed and through Turn 1, which is a very bumpy corner, it’s more stable than the R10 was. We're actually going through there a gear higher.

We’ve got a better response from the engine as well. I think the V10 being a bit shorter and lighter is allowing the chassis to be more agile in the other parts of the circuit.

Performance-wise, what we’ve seen to date is that we’re a little bit ahead of Peugeot on short runs and also on long runs. Acura are very early in their running because they didn't run on Saturday, so I think we’ve got to wait until Tuesday or Wednesday to see their full potential.

Poor Peugeot. They have been trying to beat Audi since 2007 to no avail. If the R15 wasn’t such an absolute treat for the aluminum and carbon fiber heart, one would almost feel compelled to root for them.

Source: Autosport.com

Photo Credit: Doug Benc/Getty Images

At last! Barely a week and a half before its first outing at Sebring next weekend, Audi has released three dozen photos of their new diesel racer, the R15. Gone is the V12 engine of the R10, replaced with a V10 which makes 600 HP and 774 lb-ft or torque. You have ten more days to learn the discrepancies between the model names and cylinder counts in Audi nomenclature to arrive in Florida an educated man, ready to impress girls.

Remarking on the new engine’s substantial torque, Audi Motorsport has stated they will pay all costs incurred in extracting Sebring International Raceway from the muddy waters of Lake Okeechobee. No word yet on whether they plan on doing the same when the track at Le Mans inevitably ends up in the Atlantic Ocean.

The car is a lovely study in weird wavelets and winglets of carbon fiber and it has one hell of a legacy to live up to. Audi has won every single race at Le Mans since 2000, six of them with the gasoline-powered R8 (at one point run as a Bentley). For the past three years, they have run their first diesel-powered racer, the R10, which retired with a perfect record from Le Mans after three seasons.

Looking at the car from certain angles, one is drawn to paraphrasing Slate commenter Robert Michael “auros” Harman’s timeless words: “The Audi R15 appears to kick so much ass that they’ve had to import extra ass into Ingolstadt solely for its kicking purposes.”

To explain the appeal of endurance motor racing is not for the faint of heart. You will be wandering about a huge track for 12 hours or a full day in a cacophony of engine noise. You will be tired, cold and miserable. And you will have not the faintest clue about who is in the lead. Sounds like a great way to have fun, doesn’t it?

Yet attending an endurance race has an elevating quality to it. After a few hours have passed and you no longer have clear memories of a world not blanketed with 130 decibels of open exhausts, you will experience a transformation. You will feel as though the organic matter in your body is slowly becoming hydroformed titanium and carbon fiber and that the mitral valve separating the left atrium of your heart from the left ventricle is morphing into a butterfly valve more common on racing engines.

Endurance racing has been dominated by Audi’s R8 and R10 racing car for the past decade. Audi are replacing the R10 with the R15 prototype this year and now for the great news: the 12 Hours of Sebring will not be your only chance in the US to see whether someone will finally kick them in their Bavarian gonads. As announced by Rupert Stadler, chairman of the board of management of Audi, the R15 will be competing at the Petit Le Mans in Atlanta on September 26 and at Laguna Seca on October 10.

Gentlemen, mark your calendars. And leave the earplugs at home.

Source: Bleacher Report

Following the domination of the oil-burning Audi R10, the R15 will have some big shoes to fill, but if the performance even comes close to what the cars look promises, the competition better watch out. Go HERE for the full-sized, poster quality shot we've already set as our desktop background. (Hat tip to Clutch Kick!) [Twitpic]

We already have had a chance to get behind the wheel in our 2010 Honda Insight review and we've already done a design dissection of the 2010 Toyota Prius, we haven't yet seen how the two stack up against each other. For starters, it’s difficult to make this comparison as neither automaker's released full specs yet. However, we're still able to make some initial observations and in cases where we don't have all the details, we've tried to provide some good guesstimates.

Price: In both cars’ cases, we’re waiting on price. It’s rumored the Insight will retail for $18,500 while the current Prius goes for $22,000. The new one is larger, has a bigger engine and fancier technology. Will it cost more money? Advantage: Insight.

Size: The Insight is and entry-level vehicle, the Prius a mid-size. While the Insight is noticeably smaller, there’s less difference once you’re inside than you’d think. Nearly the same space in a smaller package? Advantage: Insight.

"Fun" Factor: Neither of these cars is going to drive like a Lotus Exige, but, believe it or not, the Insight is actually kind of fun and rewarding. We haven’t driven the 2010 Prius, but “fun to drive” is hardly a hallmark of Toyota’s current range. Advantage: Insight.

Fuel Economy: The Prius kills the Insight dead in estimated EPA fuel economy numbers, returning 50 MPG combined to the Honda’s 41 combined. Since both are estimates, we wouldn’t be surprised to see one or both of the cars rise or fall by a MPG or two when they’re officially certified. Advantage: Prius.

Just for fun, we’ve put together a chart to walk through all the salient details between the two "green" machines. We've also tossed in some other putatively green competitors — the Ford Fusion Hybrid and the 2009 VW Jetta TDI.

Click here for the 2010 Toyota Prius, 2010 Honda Insight By The Numbers Comparison

Mr. Wes,
My name is Andrew and I am a 13 year old Boy Scout whose parents have just purchased a 2009 VW Jetta TDI.

I love this car so much it really forces you into the seat because it accelerates fast which is really cool. Just because my mom just bought I don't know how much she has gotten on one full tank and its bugging me so much. This cars interior is really cool and it smells good. My mom also loves it so much but its a little close to the ground. Mom used to drive a ford expedition so its a big change but she used to have a jetta before my baby sister was born. My favorite features on the car I would say would be definitely the engine, the ipod adapter, and all the room in the back seats and the trunk space.

Thanks for the reviews that helped my mom get this awesome car and I wish to see the new car review and road test for the Jetta and the Touregard TDI, I'm going to try to convince them to buy one.

Thank You,

Andrew

Andrew,

Thanks for the review and great timing. Although Matt Hardigree reviewed the 2009 VW Jetta Sportwagen for us, and I did report on the 58.82 MPG record set by a Jetta TDI as it drove across the lower 48 states, Volkswagen’s not been nice enough to send us a Jetta TDI for review yet. Sounds like your mom bought a great car.

Not long ago, I was also a 13-year-old Boy Scout dreaming about cars. Stick with both, they’ll serve you well.

Mr. Wes

According to a study in the ACS's Journal of Agriculture, spent coffee grounds contain between 11% and 20% oil by weight, similar to other popular sources of biodiesel such as soy and palm seeds. Since approximately 16 billion pounds of coffee is grown each year, spent coffee grounds can be used to create as much as 340 million gallons of biodiesel. While this is barely enough fuel to cover the US for a day, it is a surprisingly cheap and easy process they say could net an $8 million average profit in the US alone. We could probably fuel a TDI SportWagen by just following Wert around for the day. Press release below.

Waste coffee grounds offer new source of biodiesel fuel

Researchers in Nevada are reporting that waste coffee grounds can provide a cheap, abundant, and environmentally friendly source of biodiesel fuel for powering cars and trucks. Their study has been published online in the American Chemical Society's (ACS) Journal of Agricultural and Food Chemistry, a bi-weekly publication.

In the new study, Mano Misra, Susanta Mohapatra, and Narasimharao Kondamudi note that the major barrier to wider use of biodiesel fuel is lack of a low-cost, high quality source, or feedstock, for producing that new energy source. Spent coffee grounds contain between 11 and 20 percent oil by weight. That's about as much as traditional biodiesel feedstocks such as rapeseed, palm, and soybean oil.

Growers produce more than 16 billion pounds of coffee around the world each year. The used or "spent" grounds remaining from production of espresso, cappuccino, and plain old-fashioned cups of java, often wind up in the trash or find use as soil conditioner. The scientists estimated, however, that spent coffee grounds can potentially add 340 million gallons of biodiesel to the world's fuel supply.

To verify it, the scientists collected spent coffee grounds from a multinational coffeehouse chain and separated the oil. They then used an inexpensive process to convert 100 percent of the oil into biodiesel.

The resulting coffee-based fuel — which actually smells like java — had a major advantage in being more stable than traditional biodiesel due to coffee's high antioxidant content, the researchers say. Solids left over from the conversion can be converted to ethanol or used as compost, the report notes. The scientists estimate that the process could make a profit of more than $8 million a year in the U.S. alone. They plan to develop a small pilot plant to produce and test the experimental fuel within the next six to eight months.

Biodiesel is a growing market. Estimates suggest that annual global production of biodiesel will hit the 3 billion gallon mark by 2010. The fuel can be made from soybean oil, palm oil, peanut oil, and other vegetable oils; animal fat; and even cooking oil recycled from restaurant French fry makers. Biodiesel also can be added to regular diesel fuel. It also can be a stand-alone fuel, used by itself as an alternative fuel for diesel engines.

[Source: American Chemical Society]

[Photo: GABRIEL BOUYS/AFP/Getty Images]

VOLKSWAGEN’s JETTA TDI NAMED 2009 Green Car of the Year®

LOS ANGELES - Nov. 20, 2008 - Volkswagen’s milestone 2009 Jetta TDI has been named Green Car Journal’s 2009 Green Car of the Year®, besting competitors that included a pair of advanced hybrids, a clean diesel sport sedan, and a trendy fuel-efficient microcar. This is the first time that a clean diesel model has been awarded the title Green Car of the Year®. Green Car Journal has been unveiling the Green Car of the Year® winner at the LA Auto Show every year since it initiated the annual award in 2005.

“The 2009 Volkswagen Jetta TDI epitomizes what the Green Car of the Year® honor is all about,” said Ron Cogan, editor and publisher of Green Car Journal and editor of GreenCar.com. “It raises the bar significantly in environmental performance with its EPA estimated 41 mpg highway fuel economy, reduced greenhouse gas emissions, and extremely low tailpipe emissions. This is all the more impressive when you consider the Jetta TDI is a clean diesel, achieving the kind of fuel efficiency offered by gasoline-electric hybrids but in a more affordable way.”

Volkswagen’s Jetta TDI features a 2.0-liter, turbocharged direct injection engine featuring the latest in diesel injection and emissions technology that allows it to meet strict emissions standards in all 50 states. Although its mission is to provide buyers a comfortable and fuel efficient five-passenger family sedan at an affordable $21,990, there’s a bit of performance in the bargain because of this clean diesel engine’s abundant low-end torque and the Jetta’s well-tuned suspension. This Volkswagen’s new-generation diesel powerplant is also exceptionally quiet for a diesel, reflecting just how far advanced diesel technology has come in recent years.

A jury of environmental and automotive experts selected the 2009 Jetta TDI from the field of five finalists that also included the BMW 335d, Ford Fusion Hybrid, Saturn Vue 2 Mode Hybrid, and smart fortwo. This jury is comprised of nine jurors including Carl Pope, executive director of the Sierra Club; Frances Beinecke, president of the Natural Resources Defense Council; Jean-Michel Cousteau, president of Ocean Futures Society; automotive expert and Tonight Show host Jay Leno; automotive icon Carroll Shelby; and four Green Car Journal editors.