2009 Volkswagen Jetta Review

Specifications

Diesel, in my humblest of opinions is a good fuel, a fuel with plenty of potential (figuratively and literally). It’s taken quite a bit of work to get it to where it is today, much of which took place over the past decade. It’s become cleaner and higher in quality, an improvement demanded by the advancement of the diesel engine itself. But diesel shouldn’t just be a fuel for the elites of the world (or the commercial industry for that matter). Affordable diesel is about to make its return to North America, and not a moment too soon.

Volkswagen sold a lot of turbodiesel Jettas, New Beetles and Golfs before they were snuffed out of existence at the end of the 2006 model year due to their inability to pass stricter emissions. They accounted for a nice chunk of Jetta sales in North America, so you can imagine the urgency which Volkswagen took to getting its product back on the market. But the hurdle that needed overcoming is a lot bigger than simply and magically coming up with a way to make an engine meet stricter emissions. It’s partly an issue of cost. For instance, Mercedes-Benz doesn’t have difficulties putting the urea-based AdBlue solution into an E-Class because of the price it commands. A $4,000 emissions treatment cost is a much bigger percentage of a $20,000 car than a $60,000 car, and let’s just say buyers in the market for a Jetta TDI wouldn’t be willing to plunk down that amount of money for the ability to burn diesel. Volkswagen, as big a company as it is, isn’t willing to absorb too much in the way of additional costs considering they’re the ones who’ve footed the bill for development. Let’s face it, car companies are not non-profit organizations and unlike Honda’s Insight or the first-gen Prius, this isn’t a science experiment or a test-bed run.

What Volkswagen has done to make the Jetta TDI 50-state legal (completely compliant with Tier 2 Bin 5) is quite impressive. The engine is an entirely new development in contrast to the old 1.9 PD-style diesel, that used a single fuel injector per cylinder. Instead, the engine is based around newer common-rail technology that uses a single injector for all cylinders that is capable of delivering fuel to the engine at much higher pressures. This alone is responsible for improving the combustion of the engine, making it smoother, quieter, more powerful and cleaner than traditional diesel engines. This isn’t really anything new, as Volkswagen has been offering a common-rail TDI engine in European-market cars for years now, including the European Mk.V Jetta.

In fact, the engine, in its base form, is pretty much identical to the 2.0-liter TDI engine sold in Europe. It produces similar – not identical – amounts of power and torque to its overseas cousin. Our model makes 140 horsepower and 240 lb-ft of torque, versus their 138 horsepower and 236 lb-ft of torque. The key difference is its particulate filter. It’s similar to the type of system fitted to cars in Europe, but is even more effective at ridding the exhaust of NOx particles, the ones that have been causing so many difficulties for automakers and so much offense to lawmakers. In addition, the engine features various other tweaks to help it meet our emissions standards, which, by the way are now stricter than those in Europe. Despite the whole “Clean Diesel” adage, there isn’t any fancy after-treatment system like Bluetec for a couple of reasons; first, Volkswagen didn’t want to equip the car with something that required maintenance, and second, the engine didn’t need it.

I got a chance to get behind the wheels of a pre-production prototype of the new ‘09 Jetta TDI with clean diesel technology. It is pre-production in a sense that it’s the brand new engine mounted inside a slightly older package. The body that’s surrounding it is actually a model-year 2006 car, which can be told apart by the actual upcoming production car by smoked taillights and a couple of other minor details. That aside, this is the real deal and gives a very clear perspective as to what to expect starting next year.

Twist the key and listen. There’s no abrupt explosion when the engine comes to life, no cacophony, no rattle and thanks to quick-heating glow-plugs, no waiting either. Amongst other things that are missing are oily smoke and the smell of half-burnt hydrocarbons. Turn the key off, and twist it again. The two-liter fires up with no vibration once again. And again. And again. At idle, it’s quieter than a 2.0T. It’s hard to believe how quiet this thing actually is, but when you get the opportunity to hear it, trust your ears.

On the road, it’s got a deeper sound, a sound that’s almost like the 2.5-liter inline-five motor, but without the off-key warble, and at three quarters the volume. Goodness this engine is quiet, and it pulls strongly and cleanly from idle. It’ll still be a ways before performance figures are announced, but it feels quicker than the base gas-powered Jetta. A VW engineer on hand confirmed this to be true; after all, it makes 63 lb-ft more torque than the recently revised ‘08 2.5, has a faster-shifting gearbox and a turbo to help keep things going. Otherwise, the car drives just like a Jetta, solid and Germanic through and through.

Now that the TDI is coming back, where else will we see its application? The next vehicle in line to get a diesel engine will be the Touareg in 3.0-liter V6 guise, starting late 2008 or early 2009 (a road test will come shortly). This is the only other vehicle, besides the Jetta Wagon, which will officially offer TDI power. The Tiguan, which made its debut in concept form in L.A. as a “Clean TDI”, hasn’t been confirmed with the 2.0-liter inline-four diesel … yet. And we won’t be seeing this engine in the Passat, at least not without some form of additional emissions control. Power isn’t the question here as there’s plenty of it, and more than enough to move the Passat; recall that the previous generation had an engine with similar power and torque outputs. If this particular diesel were to be fitted to the Passat, it simply wouldn’t cut it, as the loads the engine would be under would surpass the Tier II Bin V emissions standard. Maybe a 3.0-liter?

In the US, Volkswagen figures that people will snap up the diesel at a 30-percent take rate. Expect to pay somewhere between $1,200 and $2,000 to upgrade from the standard 2.5 to the TDI; figures that will be confirmed closer to when the car goes on sale. This might seem like a lot to ask for just a “diesel”, but this new TDI offers more than just economy – it adds performance and refinement. Something I’m sure you never thought you’d see in an oil burner.