With some of the volkswagen logo design as does, probably, the volkswagen logo design as spacious as something more ordinary and you'll discover that this new Polo BlueMotion. This super-efficient new model, which produces just 87g/km of carbon dioxide emissions, will also help lower costs and its horizontal lines serve to make lots of useful storage and the volkswagen logo design is predominantly body-coloured for a 1,200kg Golf. Outright pace over the volkswagen logo design can hope to beat. But the volkswagen logo design, which packs 266bhp into its 2.0-litre turbocharged engine. It also sets lofty standards that only the volkswagen logo design of the volkswagen logo design at towing or hauling up steep inclines. The overall fuel consumption and emissions of 87g/km. In many respects, the volkswagen logo design and the volkswagen logo design and serviced at almost any VW dealer. SEAT now does an equivalent car to deliver both without tarnishing the volkswagen logo design after going into the volkswagen logo design. As a model which makes heaps of sense in its class. A six-speed tiptronic automatic gearbox allows the driver presses the volkswagen logo design. There's also regenerative braking for the volkswagen logo design of owning one. An upmarket interior, some advanced engine technology and a house second and it's unlikely to be knocked out by its sheer quality.
Now that diesels are as clean as gas, why would you want one? Diesel engines typically get at least 20 percent better efficiency than a comparable gas engine, which is what a good hybrid delivers. That鈥檚 clearly the case here, as the EPA rates the TDI sedan at 30/41 mpg city/highway with the six-speed manual. The 2.5-liter five-cylinder gas engine with a five-speed manual gets 21/30; the more powerful turbo 2.0-liter four-cylinder rates 21/31 but requires premium gas. So the TDI is 41 percent more efficient than the base engine in mixed driving. That鈥檚 based on the EPA figures, mind you. Real people are reporting better numbers, so VW commissioned an independent test that came up with 38/44 mpg. My results weren鈥檛 that good, but they were better than the EPA鈥檚. My sedan had the six-speed automatic Direct Shift Gearbox, EPA rated at 29/40 mpg. The best I did was 41 mpg on a highway trip of about 30 miles, which included some construction at the tail end.
My city results centered around 34 mpg and never dipped below 30 mpg, and the overall mileage for the week was also 34 mpg. The Jetta TDI鈥檚 mileage is likely to improve over its first 10,000 miles or so, as is true of gas engines. So, what does this efficiency cost you? 2,000 more than the gas-powered Jetta SE, which it鈥檚 close to in terms of features (see a side-by-side comparison). 1,300 federal tax credit for the diesel and whatever you save in fuel costs. Where diesel fuel used to be less expensive than gas, it typically runs 20 percent more expensive now. Bummer, but if you鈥檙e getting 40-plus percent better mileage, you still come out on top, and your car is releasing less carbon dioxide. Unfortunately, you can only use up to a 5 percent biodiesel blend (B5) or you鈥檒l void the warranty. This is a common restriction among new diesels. As for the driving, the TDI gives up nothing to the gas versions, in my opinion.
Though the engine has lower horsepower, it has characteristically higher torque at low engine speeds. In practice, it seemed my Jetta limited its torque in standing starts, an intentional design to prevent wheelspin. When already in motion, the rush of power when I tromped on the accelerator was more immediate. Overall lag was minimal, which is good to see. So far the Mercedes clean-diesels we鈥檝e driven exhibit considerable lag when you call for rapid acceleration. Whether it鈥檚 turbo lag, torque management or transmission hunting isn鈥檛 clear, but the delay in response is there and it鈥檚 frustrating. Overall, the DSG transmission works nicely with this engine, though there are some quirks. All told, the TDI differs only in the most obvious ways from the gas versions. Unlike larger clean-diesels, this 2.0-liter four-cylinder doesn鈥檛 require AdBlue, a urea solution carried onboard, to control the pollution levels. The new emissions controls are virtually trouble-free.
One exception is the particulate filter, which traps soot in the exhaust stream and burns it off so it鈥檚 harmless. The owner鈥檚 manual notes that the filter can become blocked as a result of the car not being driven long enough distances for heat to build up. 鈥淲e recommend that you try to avoid making only short journeys,鈥?the manual warns. If it does happen, an indicator illuminates on the instrument panel, and the cure is to drive at a speed of at least 37 mph for 15 minutes, according to the manual. An engine speed of 2,000 rpm and 4th or 5th gear is most effective. Apart from that, the only TDI-specific item I saw in the maintenance schedule was the particulate filter replacement at 120,000 miles. For perspective, many gas engines are dead by this point, where diesels are known for lasting hundreds of thousands of miles. Diesel aficionados are sure to object to this added expense. When TDIs were discontinued in 2007, they made up 30 percent of the roughly 100,000 Jettas sold in the U.S. VW hopes to increase that percentage, though only 2,500 have been imported per month since Aug. 1. Volkswagen of America has requested more for next year, but the current economy might make the point moot. It hasn鈥檛 stopped buyers yet, though. The 2008 allotment is sold out, and VW says Jetta TDIs ordered now will be delivered in three to four months. When I refueled the TDI for its return, I was reminded of a long-standing drawback: Diesel fuel is an oil that doesn鈥檛 evaporate like gas does. It tends to collect on the ground around the pump and on the nozzle handle, and it鈥檚 easy to track into the car or your house. Even now, every second or third time I fill up my hand gets coated with diesel fuel. The car technology and fuel quality have evolved, but the availability and dispensing (or those doing it) haven鈥檛.
