The front-wheel-drive 2010 Volkswagen Golf TDI is offered in both three-door and five-door models. The Golf TDI’s 2.0-liter turbocharged clean diesel inline four-cylinder engine is shared with both the VW Jetta TDI and Audi A3 TDI. With common rail direct injection, an intercooler, and four valves per cylinder, the inline four produces 140 horsepower (HP) and 236 foot pounds of torque. The Golf TDI can be equipped with a six-speed DSG (Direct Shift Gearbox) duel clutch automatic or six-speed manual transmission.

The EPA’s fuel economy estimates for the clean diesel VW Golf TDI are 30 city / 42 highway miles per gallon (MPG) when equipped with the automatic transmission and 30 / 41 with the manual.

We traveled more than 650 miles in our automatic-equipped United Gray Metallic review unit and easily surpassed the official mileage estimates, scoring an average of 47.3 MPG on the Interstate highway and 39.1 MPG combined in winter temperatures and mixed conditions.

Overall test period temperatures ranged from from the mid-twenties through the mid-forties. Interstate highway testing temperatures were in the mid forties. The test vehicle – equipped with the standard 17-inch alloy wheels, clad with 225/45/R17 all-season tires – was delivered with approximately 4400 miles on the odometer. (Diesel engines typically become more fuel-efficient after the break in period.)

Interstate Mileage Testing:
Cruise control set to 68 MPH, A/C off, heat on, driver seat heated, windows up: 45.4 MPG
Cruise control off, target speed 60-72 MPH, A/C off, heat on, driver seat heated, windows up: 49.2 MPG

The 2010 Volkswagen Golf TDI requires ultra low sulfur diesel (ULSD) fuel, and is rated to accept a B5 (5%) biodiesel blend. The Golf TDI does not require exhaust after-treatment (urea) fluid.

Given the Golf TDI’s efficiency on the highway, its 14.5 gallon fuel tank provides a remarkable amount of range. This little critter is well suited to covering long distances.

The Golf TDI’s clean diesel engine delivers a delightful whoosh of acceleration throughout the powerband.

The optional DSG automatic transmission is smooth and fast and well-suited to the turbocharged common rail inline four. The DSG’s Tiptronic mode allows full control over gear changes from both the slapstick and steering wheel-mounted paddle shifters.

This little critter hustles from corner to corner with composure and is a driver’s delight, with plenty of power and cornering ability on tap. Saving fuel has never been this much fun.

The standard Multi Function trip-computer provides trip meters, range to empty, average fuel consumption, and real-time mile per gallon info, among other data. We always recommend driving with the real time MPG gauge active, to develop a light footed driving technique.

The Golf TDI’s three-spoke leather-wrapped steering wheel is a pleasure to grip, with excellent integrated controls for the data displays and audio system. Hands-free Bluetooth support is optional.

USB iPod support is standard (along with an auxiliary audio input). The USB interface is located in the center console. Artists, Albums, and Playlists are accessible from the audio system’s touchscreen interface. Our test unit was equipped with the Navigation system (with a 30GB hard drive) and 300W Dynaudio speaker system options. A eight-speaker system is standard.

There are two twelve-volt outlets: one at the base of the dash and one in the cargo area.

The eight-way-adjustible cloth seats are quite supportive. (A leather interior is not currently available in the TDI.) Manual lumbar support is standard. The optional Cold Weather package provides heated front seats and heated windshield washer nozzles. The seat heaters allow for two levels of adjustment.

The rear seat is comfortable for two, with adequate headroom.

The Golf’s cargo area provides 12.4 cubic feet of storage with the 60/40 rear seats up and sufficient space for larger items with the seats folded down. A rear seat center passthrough accommodates both skis and snowboards.

Our test unit was also equipped with the optional power sunroof and Xenon headlamps with adaptive front-lighting (AFS).

In real-world testing, we found the Golf TDI to be the most fuel-efficient and fun to drive of VW/Audi’s trio of 2.0-liter TDIs. There are a number of likely reasons as to why our testing showed the Golf TDI to be slightly more fuel-efficient than the Audi A3 TDI and Jetta Sportwagen TDI, despite identical engines and similar EPA ratings.

We’ll chalk it up to weight, aerodynamics, and gearing.

The automatic transmission-equipped 2010 Golf TDI weighs in at 3,041 pounds. The automatic Audi A3 is significantly heavier, at 3318 pounds. The Golf TDI is also a tiny bit more aerodynamic, with a drag coefficient of .32, compared to the A3 TDI’s drag coefficient of .33. We tested the heavier Jetta Sportwagen TDI under slightly warmer conditions and – despite it being slightly more slippery (with a drag coefficient of .31) – could not match the results of the Golf TDI.

All-in-all, the 2010 Volkswagen Golf TDI delivers a shot across the bow of the hybrids by delivering excellent fuel economy in a versatile and fun-to-drive package. If you love to drive and hate to waste money at the pump, this little critter hits all the marks.

Parts Content Information
US/Canadian Parts Content: 1%
Major Sources of Foreign Parts Content: Germany – 75%
Final Assembly Point: Wolfsburg, Germany
Country of Origin:
Engine – Hungary
Transmission – Germany

The 2009 VW CC sport sedan is available in four models (Sport, Luxury, VR6 Sport, and VR6 4Motion), with two different drive trains. Our CC Luxury test unit was equipped with the base 2.0-liter direct-injected turbocharged four-cylinder engine which produces 200 horsepower (HP) and 207 foot pounds of torque. The CC Luxury’s inline four is mated to a six-speed Tiptronic automatic transmission. A six-speed manual transmission is available in the Sport version.

While folks looking for the greatest amount of horsepower might opt for the naturally aspirated 280 HP 3.5-liter six in the VR6 Sport or VR6 4Motion models, we found the little turbo four banger to be quite thrifty, as it delivered excellent performance.

The EPA’s fuel economy estimates for the automatic-equipped four-cylinder 2009 Volkswagen CC Luxury Sedan are 19 city / 29 highway miles per gallon (MPG). (The manual-equipped Sport offers the highest official ratings in the range at 21/31, while the all-wheel-drive VR6 4Motion is the most thirsty, at 17 city / 25 highway.)

We put over six hundred miles on the odometer of our Reflex Silver Metallic review unit and rolled past the official mileage estimates with ease, scoring an eye-opening average of 36.7 MPG on the Interstate highway and 29.5 MPG combined.

Test period temperatures ranged from the seventies through the low eighties. We found that the CC delivered slightly better mileage on the highway when driving with cruise control off and a light-footed technique.

Cruise control set to 68 MPH, A/C off, sunroof tilted open: 36.8 MPG
Cruise control off, target speed 60-72 MPH, A/C off, sunroof tilted open: 38.7 MPG
Cruise control set to 68 MPH, A/C on, sunroof closed: 34.6 MPG

Given the results, the CC’s 18.5 gallon fuel tank capacity ensures a generous cruising range.

Despite the diminutive displacement, there’s plenty of punch under the CC’s hood. While the 2.0-liter direct-injected turbo four has 3,374 pounds to move, it’s up for the job.

For those that enjoy running through the gears, the automatic transmission’s Tiptronic manual mode is a boon for both sport-minded and fuel-efficient driving.

The CC delivers performance, ride and handling befitting an expensive European sports sedan. 4-wheel anti-lock disc brakes (ABS) are standard equipment, with power assisted vented discs up front and solid discs in the rear.

Trip computer features include:

• average trip fuel consumption
• average trip speed
• current fuel consumption
• digital compass
• gear indicator
• miles to empty
• outside temperature
• trip distance
• trip time

The Multi-Function Indicator provides the instant fuel economy (current fuel consumption) feedback that light-footed drivers crave. As always, we recommend driving with the current fuel consumption display active, in order to develop a more conscientious driving style.

The CC’s interior is impeccably designed, with the occupants snugly cradled in supple and supportive bucket seats. But be forewarned, the back seat only accommodates two. The front seats are heated and the 12-way power drivers seat provides excellent power lumbar support, in addition to three memory settings for the seat and rear view mirrors.

The back seat provides adequate space, with 36.6 inches of rear headroom, 37.3 inches of rear legroom, and 54.7 inches of rear shoulder room.

The CC provides 13 cubic feet of cargo capacity, with a 60/40 fold down rear seat that must be folded down from inside the cabin. A center pass through accommodates both skis and snowboards.

Our test unit had just two options: a Dynaudio premium sound system and the radio navigation system. Both performed well. Bluetooth and steering wheel controls are standard issue, as is a wonderful leather-wrapped steering wheel.

We weren’t as keen on the iPod integration. Although common input jack and USB fitting are standard issue, we found the USB integration to be less than stellar. While the jacks are well placed in the glovebox (USB) and center console (AUX), the system does not display USB device music by playlist, artist or album. The system does provides access to folders stored on a USB memory stick, but it does not work with music downloaded from the iTunes store.

12-volt outlets can be found at the base of the dash, inside the center console, and inside the rear cargo area.

Our only other gripe was with the generously sized, tilt-only sunroof, as we longed for the ability to slide the roof back for an open-air driving experience.

While visibility out the rear window was a bit limited, the flat screen display’s Optical Parking System eased the chore of maneuvering the CC in tight spaces. The optional rear-view camera would be a welcome addition.

All-in-all, we were enamored with the CC. Its head-turning styling and lack of badges had many folks asking, “what kind of VW is that?” This gorgeous sedan proves that thrilling performance can co-exist with frugal fuel economy.

Final Assembly Point:
Emden, Germany
Country of Origin:
Engine – Hungary
Transmission – Japan
U.S./Canadian Parts Content: 1%
Major Source of Foreign Parts Content:
Germany – 75%

But in these crazy times, it seems, there are still vehicles that are commanding premiums over the Manufacturers Suggested Retail Price (MSRP). We’ve heard numerous stories about Volkswagen dealers charging well over the MSRP sticker price for new Jetta TDI clean diesels. And needless to say, it doesn’t make us very happy.

We can understand the demand. Our week-long 2009 VW Jetta Sportwagen TDI test drive proved the point … this is one of the best vehicles for the money in America today.

For the good of the brand – and for clean diesel’s acceptance in America – market demand must not be allowed to provoke greed.

If Volkswagen is to market their cars as the People’s Cars, they must exert pressure on their dealers to stop the unfortunate practice of selling Jetta TDIs for above MSRP. We fully understand that it’s tough to be a car dealer at the moment, but a smash and grab sales tactic sullies the brand over the long run, purely for short-term dealer gain.

Influence is just as important as action (or inaction).

Here’s a specific case in point …

Last April, Newsweek published a piece entitled Miles to Go, with the far more descriptive yet entirely misleading subhead, “Why automakers don’t sell a car that gets 50 MPG.” Never once does the article mention fuel-efficient diesel engines, yet the article begins with the chestnut:

Wouldn’t it be great if you could drive a car that gets 50 miles per gallon? Well, you can. Just hop on a plane and fly to Europe, where all new cars average 43mpg, or Japan, where the average hits 50mpg.

Well, gee … why do European cars get such great mileage? Lets guess … it’s not just because they are often smaller then their American counterparts. It’s not because Europeans are driving hybrids (which they largely dismiss). It’s because more than fifty percent of the new cars sold in Europe use far more efficient diesel engines.

Can we blame the article’s omission of fact on editorial ignorance or something more heinous?

Ah, but all hope is not lost.

Earlier this month, Newsweek woke up and ran an article entitled Diesel vs. Hybrid, with the subhead “There’s more than one way to build an environmentally-friendly car.”

Could it be? The oil men have left the building and only weeks later Newsweek wakes up to the facts?

The piece opens and closes with the word from Volkswagen. The 2009 Jetta TDI is flying off the lot. VW put in the work to bring a clean diesel engine to the States and the gamble – rather, the investment – is paying off.

The vast majority of Americans have absolutely no clue how wonderful the new clean diesels are to drive. I’ve spent a considerable amount of time test driving clean diesel vehicles over the past year, at my own expense. (My research and coverage is not influenced by corporate overlords, though it is constrained by current economic conditions.)

The German automobile manufacturers absolutely have it right. Bringing fuel-efficient fun-to-drive clean diesels to America takes a lot of guts … and smarts.

With the transmission in drive, you’ll see shift points that hover around two thousand revolutions per minute (RPM) – give or take a few hundred RPM, when accelerating moderately. In the run shown in the video, shift points clicked in around 2400 RPM while on the throttle and just below 2000 RPM after letting off.

When you drop the transmission into sport mode, the engine will stretch its legs and wind out … up to red line if you’re really on it.

Push the shifter over into manual mode and the Tiptronic slapstick will allow you to pick your shift points, making it easy to downshift before a turn, power through it, and upshift on exit. It’s so smooth that you just might question ever buying a conventional manual transmission again … well, maybe not …

If you’ve left the transmission in manual mode and forget to shift, it will shift for you when you hit red line, saving that “whoops” moment. That said, it’s always up to you to short shift in manual mode.

The Tiptronic allows you to take complete control, whether you’re after more performance or better mileage. The bonus? No grinding gears, missed shifts, or left leg fatigue in traffic.

The 2009 Volkswagen Jetta TDI is the first small car in America to offer a highly-efficient and powerful clean diesel engine, and is available in both 4-door sedan and Sportwagen variants.

All 2009 Jetta TDIs are equipped with a 2.0 liter 4-cylinder turbocharged clean diesel engine, mated to a six-speed manual or automatic transmission. The Jetta TDI’s common rail direct injected inline four produces 140 horsepower (HP) and 236 foot pounds of torque.

The official mileage estimates for the 2009 Jetta TDI are 30 city / 41 highway miles per gallon (MPG) for the manual transmission and 29 / 40 for the automatic.

We put over 550 miles on our six-speed automatic 2009 Jetta TDI Sportwagen review unit, and had no problem exceeding the official estimates, scoring an average of 46 MPG on the Interstate highway, with 35.6 MPG combined. Test period temperatures ranged from the thirties through the sixties, with freeway speeds between 60 and 72 miles per hour (MPH).

The Jetta TDI’s turbo diesel and six-speed DSG automatic performed superbly, providing a fuel efficient alternative to the less-than-thrilling performance of some hybrids. When you mash on the Jetta TDI’s accelerator, the car responds with a whoosh unlike a conventional gas engine or hybrid system, as the transmission runs through the gears. Drop the transmission into manual Tiptronic mode and it’s a blast to take charge.

The TDI’s multi function trip computer is controlled by steering wheel stalk and provides both average fuel economy and real-time MPG gauges in an easy to read orange LCD. The TDI is well-suited to light-footed driving and the real-time display is a big help in getting the lightest touch on the throttle.

The trip computer also provides a compass and radio station display, along with data on trip time, trip length, average trip speed, and miles to empty (which, with the TDI, can be quite considerable indeed).

We saw striking differences in fuel economy when driving with the cruise control on and off at highway speeds. We were able to crack the 50 MPG barrier on one highway circuit by driving with the cruise control off with a target speed of 60 miles per hour (in a range from 55-62 miles MPH). We’d expect mileage to increase once the diesel engine is broken in … our test unit was delivered with just over 1000 miles on the clock.

55-62 MPH, Cruise Off, (low sixties) – 51.6 MPG
60 MPH Cruise On – (low sixties) 46.9 MPG
68 MPH Cruise On – (high twenties) 41 MPG
60-72 MPH Cruise Off – (high twenties) 44.5 MPG

To get the best fuel economy from the Jetta TDI, upshift early (if you’re in sport mode), drive conscientiously with a light foot, lift off the throttle whenever practical, watch the real-time MPG gauge, and let inertia do its thing … the DSG automatic is your friend.

The cabin is comfortable and well designed for long road trips. Front bucket seats feature manual lumbar support and fully adjustable heating. The Sportwagen’s enormous optional panoramic sunroof gives the interior a wide-open feeling.

There are two 12-volt outlets – one in the center console and the other in the cargo area. A 115-volt power outlet is tucked into the back of the console providing easy access for rear seat passengers.

An auxiliary audio input jack is standard. iPod users may want to spring for the optional center console USB hookup. The optional satellite navigation package includes the USB port and provides a large touch screen for audio control. While we did not have the opportunity to test the iPod controls or nav system, due to a delivery glitch, we plan to fully test the system in the coming months.

All-in-all, we loved the Jetta TDI Sportwagen. This car delivers on the clean diesel promise, with a wonderful combination of performance, handling, comfort, and fuel economy. While our only nit to pick is the lack of OEM steering wheel audio controls and Bluetooth, it is available as a dealer installed option.

And that’s a nice turn of fate.

At the peak of last summer’s gas price madness, diesel fuel was a dollar or so more expensive than regular gasoline, with prices dancing around five dollars a gallon. As gas prices crashed last fall, diesel fuel prices fell, but a large price differential remained between gasoline and diesel. At some point, that gap began to narrow. Now I’m not going to be a complete cynic and attribute the narrowing gap to the departure of the oil men from Our Nation’s Capitol, but it does seem odd. Perhaps what we’re seeing right now is a result of the switch in refinery production from heating oil to diesel fuel. Or not. I was just glad to have not paid five bucks a gallon testing a car that I was drooling to drive … for hundreds and hundreds and hundreds of miles (for your benefit, of course).

This morning, with the Jetta TDI’s tank just under half full, I decided to head up the road a few miles to the next town to fill up the tank. Now some folks still cling to the thought that diesel fuel is hard to come buy.

To that I gladly and wholeheartedly say hogwash.

Six of the seven service stations I passed on the highway this morning had diesel fuel, with prices ranging from $2.29 to $2.35 per gallon. I balked at paying that much, knowing I always find less expensive fuel on the other side of the river (where gas prices are always cheaper). I swung the Jetta hard to starboard and headed fifteen minutes east. Boy was I shocked to find the first station – a Seven Eleven/Valero monstrosity – selling diesel for a whopping $2.59 on the two-lane highway. I drove another five minutes to US Route One and immediately hit pay dirt: two service stations, side-by-side, with diesel at just $2.07.

And the kicker? One of them was a Valero station.

That’s right … a fifty+ cent per gallon variation between two of the very same company’s service stations, within a five minute drive. If someone can explain that anomaly, I’m all ears.

For the most part, diesel fuel was roughly twenty cents higher than premium fuel at most of the stations I passed, and approximately fifty cents higher than regular. For a driver accustomed to buying premium gasoline, and paying a premium, for a high-compression engine, another twenty cents per gallon for diesel fuel is money well spent, considering the substantial fuel economy benefits.

So what’s it like to drive the new Jetta TDI?

Without spoiling the fun, I’ll just share that the Jetta TDI’s 2.0 clean diesel engine has been an absolutely wonderful, delivering plenty of torque with excellent fuel economy.

How excellent?

You’ll just have to wait until I finish up the Jetta TDI Sportwagen’s review …

But it was not a Grammy-winning diva or Hollywood actress flocked by paparazzi … it was a man in the running for the Motor City’s least favorite Washington politician, Senator Bob Corker of Tennessee.

After exiting from a proverbial back room, Corker made his rounds of the NAIAS show floor, starting with the GM booth, where he received a car-by-car briefing on the latest designs and technology from the largest of the Detroit Three.

The mob moved like an angry swarm of bees, display to display, from flower to flower.

I nearly got quoted by the Detroit Free Press in the midst of the madness. But I balked at giving my home town to the Freep reporter (their standard editorial practice), and she scrapped it.

If I had written it up, it would have read something like this …

“This is a circus,” said lone wolf mad dog blogger Daniel Gray of MPGomatic.com, regarding the wild seething scrum of media clustered about Senator Bob Corker on the afternoon of the third and final press preview day of the North American International Auto Show …

As Corker was wrapping up his Volkswagen booth visit, Jalopnik’s Matt Hardigree tossed the Senator a couple of questions. Matt started by lobbing the Senator a softball, inquiring about Corker’s favorite VW, before brushing back the Tennessee legislator with a smoking fastball, high and tight.

Jalopnik’s associate editor aimed for the bridge of Corker’s nose, with a question about lowering diesel pollution standards, channeling what yours truly wrote way back when with the infamous MPGomatic Chrysler diesel post.

Corker let that one fly by, clearly unprepared to answer.

As Matt was getting high fives from his chums for getting in his questions – on video no less – I turned and mentioned that pollution standards were no longer the problem, and it was a matter of federal energy policy to put pressure on the refineries to change their method of production. Matt turns to me and says something like … “wow cool, it’s Dan Gray from MPGomatic, great to meet you!”

It was funny as hell … well for me, at least. Internet fame is fleeting.

I wandered into the VW Jetta TDI Cup paddock with my trusty DVX after the first race of a double-header weekend at the NJ Motorsports Park in Millville, NJ last Saturday and had a bit of fun catching these scenes inside the gold mine of clean diesel racing goodness. Take a look at the shots of the racing Jettas’ brakes. Word is that they’re Audi units … while I missed shooting the logos, I distinctly remember seeing the Audi hoops.

It comes as little surprise that Audi, Mini, and Volkswagen are the three to have best weathered the September storm, with drops of 5.4, 6.7, and 9.4%, respectively. The German automakers, with the exception of Porsche, have the opportunity to gain significant market share with the overall downturn, due to their advanced expertise with clean diesel engines. If Mini and Volkswagen dealers had inventory on their popular models, they might have bucked the trend and posted sales increases last month.

Americans have turned the page. It’s the most fuel efficient vehicles that are moving off the lots and the long waiting line for fuel efficient clean diesels has begun.

I stopped into a local Volkswagen dealer to inquire about Jetta TDI availability early in the month and was quoted a January delivery: four months out. The salesman asked apologetically, “Is there anything else we have that you might be interested in?”

Word is that the Mini factory in Oxford, England is running round-the-clock with three shifts, seven days a week to keep up with the worldwide demand … and they haven’t cleared the hurdles to bring a 50-state clean diesel Mini D across the pond.

If you think you see a lot of Minis scooting about your town now, just wait. An Americanized Mini D is a surefire hit.

As we’re all hunkering down, waiting for the other shoe to drop, it’s a good time to take a look to the future. The automotive world is changing faster then most folks would have ever imagined. But for many, it’s an unfortunate circumstance.

Hundreds of car dealerships could be shuttered by year end. It doesn’t have to be that way.

There’s hope in the service departments. America must turn to fitting its rolling fleet with a more efficient means of propulsion. HEVT’s 40 MPG Ford F-150 conversion is a harbinger of what could be.