2015 Subaru Legacy 3.6R vs Chrysler 200S |
- 2015 Subaru Legacy 3.6R vs Chrysler 200S
- 2015 Lincoln Navigator Review
- 2015 BMW M4 Review
- 2014 Mercedes-Benz ML350 BlueTec 4Matic
- 2015 Volkswagen Jetta Review
| 2015 Subaru Legacy 3.6R vs Chrysler 200S Posted: 16 Sep 2014 05:00 PM PDT
Two All-New, All-Wheel Drive Family Sedans Square Off Share this Article For years, anyone in search of a mainstream all-wheel drive family sedan only had one solution: the Subaru Legacy. Even then, the Legacy wasn't exactly mainstream with its symmetrical AWD, boxer engines and high-riding Outback variants. But over the years the Legacy crept closer and closer to being a "normal" family sedan in the quest of higher sales.
Legacy and 200 Saunter Towards the Mainstream
Completely reborn for the 2015 model year, the Chrysler 200 features seductive new sheet metal built on a stretched version of the Dodge Dart platform. Power comes from a 184-HP four-cylinder engine or an optional 295-HP 3.6-liter V6. But the big news for the 2015 200 has to do with what comes after the engine. All models get a brand-new nine-speed automatic transmission while V6 models can also be had with all-wheel drive. SEE ALSO: 2015 Chrysler 200S Review
The 3.6-liter "Boxer" six-cylinder engine still makes 256 HP and 247 lb-ft. of torque. That is significantly less power than the 200S produces, but in a straight line it doesn't feel like it. Weighing about 150 lbs. less than the AWD 200S, the Legacy's CVT keeps the engine in the power band at all times to maximize performance. In a straight line contest the 200S would easily beat the Legacy, but the nine-speed automatic in the Chrysler makes the car feel slower than it really is. CVT vs. Nine-Speeds
Quiet and efficient, the nine-speed needs more development work. At low speeds, it trips up on itself and hesitates before upshifting. Juddering and jiggling are present during stop-and-go traffic and downshifts for highway passing maneuvers are downright painful as the transmission leisurely works its way through each gear on its way to a proper passing ratio. Basically, the Subaru's CVT is one of the best gearless transmissions on the market whereas the technological marvel that is the Chrysler nine-speed is not a very good automatic. But, even with less power and an ultra-efficient CVT, the Legacy couldn't match the 200S in our real world fuel economy testing when equipped with six-cylinder engines. Despite being rated slight higher at 20 MPG city and 29 MPG highway compared to the 200S' ratings of 18 MPG city and 29 MPG highway, the Chrysler edged out the Subaru with a return of 25.9 MPG compared to 25.3 MPG. Full-Time AWD vs. Part-Time AWD
Part of the fuel discrepancy could be attributed to the respective AWD systems. The Legacy continues on with Subaru's full-time, active-torque split AWD that sees power sent front and rear at all times. The 200S on the other hand will decouple the rear-axle in order to reduce parasitic loss and improve fuel economy during regular driving conditions. When needed though, the car will send up to 60 percent of the power to the rear wheels. AWD purists will despise this slip and grip system, but unless living on a greasy, muddy mountain, Subaru's AWD system is overkill for the majority of driving situations. Neither of the cars are sporty to drive, nor should they be. Designed for everyday drivers, the Legacy holds the edge here with better sightlines, a seamless transmission and low-effort driving controls. It's very easy to get behind the wheel of the Subaru and feel instantly comfortable. Conservative vs. Stylish
Subaru has been working hard on improving its interiors and it shows. Still not a class leader, the 2015 Legacy has much nicer materials inside now and better overall design, including an infotainment unit that is actually integrated into the center console. Compared to the 200's interior though and the Legacy looks conservative and boring. More modern and stylish, Chrysler did a done a good job inside the new 200S. That's not to say everything is perfect as a few questionable styling elements snuck into the generation family sedan like blue-tinted wood-trim and captain-obvious labelling of the speedometer and tachometer. SEE ALSO: 2015 Subaru Legacy Review
When it comes to the exterior of the two cars, there is no contest. Although much improved and contemporary looking, the Legacy cannot match the 200S when it comes to style. High-tech LED lights highlight the front and rear of the car, while S models like our tester have a darker, more sinister look thanks to glossy black trim and accent pieces as well as bumper-integrated exhaust tips. Chrysler probably has the best looking mid-size sedan on the market. When's the last time that could be said? Compare Specs
A Question of Value
And that brings us to the question of value. Both cars start within spitting distance of each other as a base Legacy commands $22,490 after destination charges compared to the 200's entry price of $22,695. Step up to the high-end of the model hierarchy though and things begin to separate. A fully loaded Legacy 3.6R Limited comes equipped with Subaru's Eye Sight crash detection and adaptive cruise control system, for a final bill of $33,380. Ringing in at $35,560, the loaded up 200S ups the ante with a panoramic sunroof, but is not available with adaptive cruise as the 200C model must be selected that not only costs more money, but also loses some of the 200S' style. | |||||||||||||||||||||||||||||||||||||||||||||||||||||
| Posted: 14 Sep 2014 05:00 PM PDT  Share this Article Sep. 15, 2014 Photos by Aaron Gold You have to give Lincoln credit: For all the changes the brand is making, they know when to leave a good thing alone.
While the company continues to re-invent itself, experimenting with model names, marketing themes and even its very identity, the Navigator has barreled straight ahead at full speed. It continues the tradition of old-school Lincolns, if in a slightly unconventional form. It is big and plush, unexpectedly quick and admirably quiet. No nerves will be jangled from inside its leather-lined confines. Which is not to say the 2015 updates are superficial; those things that needed to be changed were updated with a vengeance. We must start with the Nav's appearance. No one is quite sure what came over Lincoln's styling department when they penned the previous Navigator; happily, the new one does away with that unfortunate egg-crate grille, replacing it with a pleasant adaptation of Lincoln's split-wing fascia. Out back, the Navigator sprouts a full-width LED taillight (no worry about confusing the Lincoln with a Dodge, as the execution isn't anywhere near as graceful). The 2015 Navigator isn't striking like the Cadillac Escalade or handsome like the Audi Q7, but it's still more attractive than the old version. Mix of Old and New Schools
Inside, the dashboard has also had a clean-up and sort-out. The basic symmetric theme remains, with big boxy brows that stir vague recollections of the early 1960s, the high point of Lincoln design. But the 1970s-style instrumentation (those silly square gauges) are gone, replaced by something more contemporary. That's the good news. The bad news is that the contemporary replacement is the MyLincoln Touch system. For those who haven't heard this rant before, MyLincoln Touch instrumentation consists of an analog speedometer flanked by two video screens, each controlled by thumb-buttons on their respective sides of the steering wheel. Why do we loathe it? It took us twelve button-presses to switch from the trip odometer to the suspension mode selection screen, where we could switch between Sport, Normal and Comfort (not worth the effort, as it turns out; more on that later)and six more presses to get back to the trip odo. One really ought to be paying more attention to the road, especially while driving a three-ton SUVand extra-especially when said SUV lacks contemporary safety features like adaptive cruise control or a collision warning system. Smaller Engine Comes With Big Boost
We did like what we found under the hood because the Navigator ditches its traditional V8 for the twin-turbo 3.5 liter EcoBoost V6. The power figures are remarkable for an engine this size: 380 horsepower and 460 lb-ft of torque when run on 93 octane fuel, a bit lower on regular. Aside from a slight hesitation when moving off from a stop, the engine does a near-perfect imitation of a V8. And if you do a brake stand, it'll spin the tires on launch. Or so we have been told, because of course we would probably almost never do such an irresponsible thing. The main reason for the switch from V8 to V6 is, of course, fuel economy. EPA estimates for the 2015 Lincoln Navigator are 16 MPG city/22 MPG highway with rear-wheel-drive and 15/20 for the four-by-four and slightly lower for the long-wheelbase Navigator L. That's a two MPG improvement across the board compared to the old V8-powered Navigator, pretty significant for a vehicle of this size. We averaged just over 19 MPG in gentle back-country touring. Soft Leather, Spacious Interior
Credit goes to Lincoln for the job they did with the back seats. The second row, which offers a choice of buckets (with or without a center console) or a three-place bench, offers good legroom, although the seats come up a little short on thigh support. Access to the third row could be better, but the low floor provides better comfort in the way-back than most three-row SUVs, even Cadillac's own king-size Escalade. The Navigator provides 18.1 cubic feet of cargo space behind the third row (oriented vertically; think groceries rather than suitcases) and 54.4 with the third row folded down (power-operated, of course). If you need three rows and luggage space, you'll want the long-wheelbase Navigator L, with 42.6 cubes behind the third row and 86.3 behind the second. The L's 12-inch wheelbase stretch also provides better stability for long trailers, though the extra weight trims towing capacity: Short-wheelbase Navigators tow 9,000 lbs, or 8,600 for the 4x4. The L tows 8,500 lbs in 4x2 form and 8,300 lbs as a 4x4.
The steering, too, is light and almost ethereal. But thanks to the independent rear suspension, the Navigator corners with more agility than you'd expect and doesn't get thrown off course by mid-corner bumps. We thought the ride was a bit smoother and more settled than GM's live-rear-axle SUVs; GM's Magnetic Ride Suspension is more technologically advanced than Lincoln's CCD, but the General's solid axle loses out to the Nav's independent rear end. Incidentally, the Navigator's weight balance is right around 50/50, which is considered ideal for sports cars. Technically Unsophisticated
The Navigator being Lincoln's biggest and best vehicle, we were a bit surprised at the lack of advanced active safety technology. The Navigator comes standard with a blind-spot warning system (as if you'd even notice if you merged into a Civic in this behemoth) and forward and reverse parking sensors. Compare that to the goodies you can get on a Cadillac Escalade or a GMC Yukon -- adaptive cruise control, collision warning and mitigation, lane-departure warning and a full-color head-up display -- and the Nav seems like a Luddite. The Navigator is offered in two models, Select and Reserve, with base prices ranging from $62,475 (including $995 destination charge) for a short-wheelbase 4x2 Select up to $75,065 for a 4x4 Navigator L Reserve. Options are limited -- sunroof, rear-seat navigation and extra-cost wheels and paint colors -- so the Nav tops out at just over $78,000. That makes it a bargain compared to the Cadillac Escalade, which is priced eight to ten grand higher across the board, though the Caddy does offer more advanced safety equipment. One should also consider the GMC Yukon Denali, which lacks the Caddy's brand cachet but matches it on features. If you'd like to go German, the Mercedes GL matches the Navigator's size and heft, but you'll need to open your wallet nice and wide -- the price tag for a well-equipped GL can easily top $100,000. |
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Posted: 14 Sep 2014 05:00 PM PDT
When BMW said the new M3 coupe would be called the M4 it didn't just seem idiotic, but sacrilegious. Now it all makes sense.
FAST FACTS |
| Engine: Twin-turbo 3.0L inline-six that makes 425 hp and 406 lb-ft Transmission: six-speed manual or seven-speed DCT Fuel Economy: 17/24 MPG (city/hwy) Price: $65,125 including $925 destination fee |
In almost every way the new M4 really is an M3. . . and then some. That's mostly a good thing, but not entirely.
Mean Metal Wrapped in Gold
So much more imposing than M3s of decades past, it's not just the car's lines but also its size that make it so dramatic.
Compare it to the previous generation car and it's three-inches longer, two-inches wider and about an inch taller. In fact, it's only a half-foot shorter than a Honda Accord. There's nothing compact about this car.
The Austin Yellow Metallic paint, named after the Circuit of the Americas F1 track in Austin, Texas, doesn't hurt either. After all, everything is bigger in Texas.
Sure the paint looks a bit snot-colored when it's overcast, but in direct sunlight the M4 shines like a solid block of gold!
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Bigger, but not Heavier
Despite being big with a capital B, BMW showed its engineering wizardry by making sure the M4 didn't pack on the pounds. In fact, they did the opposite.
At 3,530 lbs. the new M4 is actually 180 lbs. lighter than the old V8-powered model, which BMW says is the first time a new M3 has weighed less than its predecessor. Except they're wrong… because it's not an M3, it's an M4.
To help keep the weight to a minimum almost every component was optimized to shed mass. But the two you'll care the most about are the carbon fiber roof up top and the carbon fiber strut tower brace under the hood.
Does it feel lighter? Not really.
Perhaps on a wide race track with plenty of space it begs for the corners like a pimply teenager does for a date, but on the road it's the straightaways that the M4 seems have the most attraction for.
A Truly Epic Six-Cylinder
That's entirely the result of a new twin-turbo 3.0-liter inline six that makes a touch more power than the old unit at 425 hp and a LOT more torque. In fact, it's 40 percent more torque-happy than the old V8 and it delivers that torque across an incredibly wide power band, with 406 lb-ft starting at 1850 rpm and stretching to 5500 rpm.
Do we miss the V8? Well, we do miss its fun high-revving nature, but this beast's torque makes you forget about that pretty fast.
It'll hit 60 mph in 4.1 seconds with this six-speed manual, or order the seven-speed DCT, (which we're sure most will), and that number drops to just 3.9 seconds. That's almost half the original M3's 0-60 time!
It's also 25 percent more fuel efficient than the last M3… not that you care.
So what does it feel like?
Well, not like an M3.
We expected BMW to try and make this engine feel like a naturally aspirated unit. They didn't. And frankly, it doesn't seem like they even tried. Rather, they're embracing the turbocharged era we live in.
Sure it revs out extremely high for turbo engine, all the way to 7,600 rpm, and there's essentially zero turbo lag, but it's also not linear. Nope, instead it feels like this inline six just gives you everything all at once – especially in M mode!
Press either of the two customizable M buttons on the steering wheel and the car's character changes dramatically. The exhaust volume gets turned way up and the throttle is incredibly touchy.
It sounds raw like you just ripped the mufflers off. And you can really hear those turbos working. The sound and the huge bursts of thrust will have you hammering the throttle over and over.
And when you do, you'll instantly feel the rear end start to squirm. Sure 406 lb-ft is an impressive number, but the M4 feels even more powerful than that. In fact, it's so shockingly fast, you'll be afraid to put your foot down in a corner.
We can almost guarantee the next gen M4 will have all-wheel drive… because if this thing gets any more potent, it'll need it.
New School Tech, Old School Stick
And on the topic of future M cars, our tester featured something next-gen models probably won't… a real stick shift.
It has good feel, but it's nothing amazing, with a last minute notchiness to each gear shift. In essence it feels like every other BMW manual transmission as far back as we can remember.
One unique trait it does have, however, is rev matching on the downshifts, like the Porsche 911 or, originally, the Nissan 370Z. The throttle-blipping feature doesn't work in M mode though… which is odd.
A Sports Car With Road Manners
When you're not in M mode, the M4 feels more like a grand tourer on the road and it's got the equipment to match inside. It actually feels luxurious, and not in the usually Spartan BMW way.
Because it's a proper coupe and not a sports car, you don't sit down as low and that means it's easy to see out of. The adjustable seats are plenty form fitting if you want them to be and the ultra thick steering wheel feels so good you'll never want to let it go.
Some additional features worth pointing out include the heads-up display that even shows what the current speed limit is along with a a beautiful color projection of the tachometer while you're in M mode. There's also a new button on the center console that lets you select one of three levels of steering responsiveness.
The Verdict
So the new M4 really isn't an M3. It's less of a playful car that you want to flick around a twisty road and more of an awesomely powerful super coupe.
Thanks to the huge difference between the regular drive modes and M mode, it doesn't urge you to drive it hard unless you want it to. So it's not always "on", but when it is, it's intense.
Make no mistake, we love this car, but we love it in the same way as a brutishly fast M5, not like M3s past.
Which means we're still longing for a spiritual successor to the M3. With each generation of BMW getting bigger, finally, there might be some real room for a new entry-level M car. The era of the M2, it seems, has arrived.
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2014 Mercedes-Benz ML350 BlueTec 4Matic
Posted: 11 Sep 2014 05:00 PM PDT
Mercedes-Benz's foray into the midsize luxury crossover segment is the M-Class, a two-row vehicle with plenty of cargo space and an available clean diesel engine.
| FAST FACTS |
| Engine: 3.0-liter clean diesel with 240 hp and 455 lb-ft of torque. Transmission: Seven-speed automatic. Fuel Economy: 20 MPG city, 28 highway and 23 combined. Price: Starts at $52,715 including $925 for destination fees; as tested $69,085. |
On paper this family-friendly utility checks all the right boxes and it certainly looks the part, with chiseled, if conservative styling and a giant three-pointed star in the middle of its grille. But moving beyond these superficial observations, how well does this vehicle work in the real world and more importantly, does it have the performance to match its styling?
Interior Ambiance
Sliding inside, the ML350 BlueTEC 4Matic's cabin is certainly nice, but it's not one of Mercedes' best efforts. Don't get me wrong, it's decently luxurious, though it does fall short of the company's newer products (cough S-Class, cough, cough).
Overall this car's interior looks and feels a little dated. Some of the textures could be better and the leather on the seats and door panels seems a little low rent.
Speaking of chairs, a friend's wife thought the contrast stitching on the lower cushions was way too coarse. She said that if she were wearing shorts or a dress they would actually hurt the skin on the back of her legs. She also thought the leather looked cheap.
In addition to these gripes I was not a fan of the climate controls. They work fine but look like they belong in a Sprinter commercial van, not a high-dollar crossover. The large, plastic click wheels that control temperature as well as the alarm clock-style readouts look pretty sketchy.
Heavy Hauling
When it comes to hauling, cargo, not ass, the ML is ready for action. There are more than 38 cubic feet of space behind the second-row seats. Now, when you fold the back bench down that number more than doubles, topping 80 cubes.
If you're curious (and we know you are), the ML350 has a maximum payload rating of more than 1,700 pounds, so feel free to load it up with a few hundred kettle bells or an overweight manatee.
On the subject of weights and measures, the ML350 BlueTEC weighs more than 5,000 pounds.
Heart of Diesel
Thrust is provided by a 3.0-liter compression-ignition engine. In today's automotive world a vehicle that doesn't have at least 300 hp seems hardly worth driving and the ML350's V6 provides "just" 240 ponies. Making up for this perceived shortcoming is torque and lots of it. This family-friendly crossover thunders with a V8-beating 455 lb-ft of twist! That's 45 more lb-ft than you get in a Ram 1500 pickup truck with a 5.7-liter Hemi.
In operation this engine is mostly smooth and overall it's surprisingly refined given the internal-combustion mayhem that's taking place just ahead of the firewall. Occasionally small amounts of clatter and vibration can be felt but they're really well attenuated. Aside from a sound initial design Mercedes-Benz engineers must have wrapped this engine in a stack of comforters to keep the ruckus down; hopefully the polyester filling doesn't ignite when things get hot.
The engine is matched to a seven-speed automatic transmission, a staple of Mercedes' lineup. It boasts improvements and refinements that supposedly make it smoother and more responsive. A newly designed torque converter and lower-viscosity fluid improve efficiency.
Thanks to these changes and of course the thrifty engine, Mercedes' ML350 BlueTEC stickers at 20 miles per gallon in city driving and 28 on the highway. Combined it should deliver 23 MPG.
But after testing this vehicle for about 500 mostly highway miles during my recent vacation the ML's trip computer reported quite a different number. Unbelievably its average consumption topped its already impressive highway score. I managed 28.6 MPG without even trying, a figure that was derived from lots of high-speed cruising up I-75 to Northern Michigan and plenty of wide-open-throttle bursts (make that foot-to-the-floor bursts since technically diesels have no throttle plates but I digress).
Dropping it in Drive
One word that summarizes the ML350's driving experience is "truck." Regrettably this luxury crossover feels like a utility-grade work vehicle that's a generation or two out of date. Its on-road performance is lacking in a number of ways.
One of the first things you'll notice is the steering; it feels looser than a pocketful of change. The tiller has a light feel to it and the ML tends to wander a little bit in its lane. This behavior is unbecoming in an entry-level hatchback and it's especially off-putting in a top-dollar luxury schlepper.
Continuing this trend, the brake pedal is also pretty mushy. Stepping on the decelerator requires more travel than is typically expected, causing you to charge at stops.
Finally the ride is a mixed bag. The ML's chassis is tuned for comfort over handling. Accordingly the body seems to bobble and roll quite a bit over bumps and through corners. Switching the suspension between sport and comfort does firm up the chassis a small amount but the steering feel doesn't seem to change, nor does the body roll.
Fortunately the engine's performance adds to the overall driving experience rather than detracting from it. As mentioned above, this compression-ignition V6 is very refined and well isolated. The acceleration it provides is hardly brisk, but it's more than adequate. It hits early, with nice low-and mid-range torque. Naturally, power tapers off higher in the RPM range; redline is just 4,750.
The Bottom Line
Base price for this car is $52,715, including $925 in destination fees. Our test model was dressed with a few options including Airmatic adjustable suspension ($1,610), the Active Curve System ($2,910) and Parking Assist ($1,290). All told it crossed the line, the end of the assembly line, with a sticker price of $69,085.
In comparison an entry-level, oil-burning BMW X5 xDrive35d starts at $58,500. Likewise, a bargain-basement Audi Q7 TDI kicks off at about $54,000, this means the ML has a slight pricing advantage over these rivals.
Curiously this Teutonic crossover is built in Alabama. Have you ever heard a combination German-Southern accent before? Nein, y'all!
The Verdict
The 2014 Mercedes-Benz ML350 BlueTEC 4Matic is a competent luxury crossover. It has the curb appeal to impress your neighbors and the fuel efficiency to preserve your kids' college funds. It's torquey, absurdly economical and spacious. But there's one major caveat and it's the on-road experience. This vehicle drives like a truck through and through. Its steering, brake-pedal feel and body control are pure pickup and that's just inappropriate for such a high-brow vehicle. Because of this the ML feels at least a generation behind its primary rivals; honestly there are better choices out there.
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Posted: 10 Sep 2014 05:00 PM PDT
Sitting still in the automotive world is a great way to be left behind. The days of the five-year model cycle are over, especially when sales are weak. In reaction to the harsh criticism levied at the 2012 Civic redesign, Honda thoroughly updated the Civic for the 2013 model and again for 2014. Now it's Volkswagen's turn.
FAST FACTS |
| Engine: 2.0-liter turbocharged four-cylinder diesel, 150 HP, 236 lb-ft. Fuel economy: 31 MPG City, 45 MPG highway. Transmission: Six-speed dual clutch automatic. Price: Base Jetta begins at $17,035 after destination charges; TDI SEL automatic comes in at $28,330. |
When the lower priced, all-new 2011 Jetta hit showroom floors, sale spiked as expected. But since then, things have levelled off and Jetta sales have been slowly decreasing over the past two years. To inject some new life into the compact sedan, Volkswagen gave the Jetta significant updates last year, highlighted by a new 1.8-liter turbocharged engine and independent rear suspension. For 2015, the German manufacturer is at it again, overhauling the interior, tweaking the exterior and dropping a heavily revised diesel engine in TDI models.
Once Again Premium Inside
Reacting to complaints that the current Jetta's interior is a too Spartan, Volkswagen has given the 2015 model a new interior that mimics the one fitted to the recently introduced 2015 Golf. Highlights include a new gauge cluster, new steering wheel, updated ambient lighting, new trim pieces and new seating fabrics.
The overall design isn't radically different from the 2014 Jetta, but as a cohesive unit it feels marginally more premium inside. The one place where cost cutting is still evident is in the doors where the interior panel is finished with inexpensive hard plastic. At least the armrests are covered in a soft, spongy material.
SEE ALSO: 2014 Chevrolet Cruze Diesel vs. 2013 VW Jetta TDI
The front and rear seats are comfortable and the steering wheel fits my hands perfectly. It's evident that the car was designed with the driver in mind, but passengers don't have it bad either. The rear seats are still one of the most spacious in the class offering a useable 38.1 inches of rear legroom, while the trunk remains a massive 15.7 cubic foot cavern.
Engines? What's Your Flavor?
Once the rollout of the 2015 Jetta is complete, no fewer than five powertrains will be available, including three gasoline engines, one diesel powerplant and the turbocharged hybrid. For now, three engines are available. Base Jettas still come standard with a 115 HP 2.0-liter four-cylinder engine that can trace its roots back to when Richard Nixon in office.
Next up the ladder is the 1.8-liter turbocharged engine that produces 170 HP and 184 lb-ft of torque. The big news under the hood for 2015 though is the 2.0-liter turbocharged diesel four-cylinder engine that undergoes extensive revisions; so much so that Volkswagen calls it an all-new mill.
TDI Upgrade
Essentially, Volkswagen took old 2.0-liter turbocharged diesel's block and rebuilt the engine from the ground up. Despite all these changes, power has only increased 10 hp to a total of 150 hp, while torque remains the same at 236 lb-ft. But Volkswagen wasn't focusing on power increases for the new engine. The goal was to increase fuel economy and improve refinement.
The new diesel can now run the Miller cycle at low engine speeds for improved efficiency. This bumps up highway mileage significantly for TDI Jettas with highway ratings officially pegged at 46 MPG for manual versions while the automatic is expected to return 45 MPG. That's an increase of three MPG for the manual and four MPG for the automatic over last year's model. City ratings for both transmissions have also increased slightly, up one MPG to 31.
SEE ALSO: 2011 Volkswagen Jetta TDI Review
Despite the increased focus on efficiency, the new TDI engine is as torque rich as ever. Power delivery is smooth an instantaneous, with lots of low-end grunt followed by a linear power drop-off toward redline. NVH and overall noise produced by the diesel engine feel much lower now and unobtrusive.
Six-Speeds, Choice of Clutches
While the gasoline versions of the Jetta make due with a five-speed manual and conventional six-speed automatic, the Jetta TDI is available with a six-speed manual or a six-speed dual clutch transmission (DCT). I had the chance to sample the DCT Jetta TDI and found nothing has really changed. It's a decent transmission that provides smooth shifts most of the time, but at slower speeds can be a bit jerky. As well, in normal mode gear changes feel delayed, a problem that can be fixed by putting the car in sport mode, which adversely affects fuel economy.
Even with the Jetta TDI being a 3,296-lb. "compact" car focused on efficiency, it is still somewhat entertaining to drive. The steering is light and gives a good amount of feedback to the driver. The chassis blends a great balance of sporty reflexes with a comfortable ride. It responds well to driver inputs and remains on the sportier side of compact cars. Despite subdued engine noise, other nuisances make their way into cabin such as road noise and vibrations.
Telling a 2015 Jetta apart from a 2014 may be a feat only a diehard Volkswagen fan will be capable of. There is a new grille, new bumper and optional HID headlights, but it all looks very familiar. The back end receives similarly subtle touches with minor changes made to the trunk lid, taillights, and bumper.
The Verdict
The factory-order-only base Jetta will cost $17,035 after destination charges while a fully loaded TDI SEL automatic like the car I drove will ring at $28,330. The changes made for 2015 were never meant to reinvent the current generation Jetta and they didn't. But the car does have better efficiency and higher quality materials – changes Volkswagen hopes will entice sales. Trouble is, this really still feels like the same Jetta as last year.
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