Kia Cerato – Long Term Update

2009 Kia Cerato SLi – Long Term Update
By Nadine Armstrong
The Cerato deserves a round of applause. It survived the school holiday family trip with ease, showing it has the performance, space, comfort and functionality required to cope with the ongoing demands of the average family.
Even our part-time pet, Alex the cockatiel (no he doesn’t come on every holiday), was easily accommodated and enjoyed the ride.
A couple of months into this assignment and the Cerato no longer feels like a test car, it has settled into our family life comfortably, causing no disruption to ‘normal’ family life.
It’s hard to fault the comfort and functionality the Cerato offers. The driver’s seats are soft, yet supportive, and easy to adjust. The second row is more than adequate in carrying three passengers and the boot is huge. And the Cerato tackled freeway cruising under a heavy load with ease; quiet, confident and responsive.
The Cerato has already proven itself as a very economical car. As part of our three car comparison last month, the Cerato showed it was punching well above its weight, delivering a fuel consumption figure of 6.3L/per 100km – 2.1L/per 100km less than the smaller 1.8-litre engine of the Holden Cruze, and not far off the much smaller 1.5-litre engine of the Honda City which delivered 5.6L/per 100km.
It didn’t perform quite as well on this most recent trip, admittedly which involved a much heavier load and a longer route, with the average fuel consumption sitting at around 8.0L/100km, not far off the manufacturer claim of 7.9L/100km.
Subsequent consumption figures, for strictly short-trip city driving, have returned less impressive figures of around 11L/100km. With a full tank, the Cerato instrumentation suggests a ‘to empty’ distance of 563km – clearly not based on the way I’ve been driving.
2 x console
Rearward visibility is proving a slight problem for me. The rear end of the Cerato sits quite high, and as a result I still find it a little hard to judge the boundaries of the car.
However, the rear park assist on our vehicle – with audible warnings and a visual display – is very helpful. I’m very slow to entrust any sensors and parking assistance device wholeheartedly, so I still proceed with more caution than I care to bother with.
The boot lid of the Cerato has caused me a few near misses; I’m convinced stitches are imminent. It’s very light to open, which most often results in a fast and violent bounce back that nearly knocks me on the head, pretty much every time. This could end in tears and bitterness.
The gear ratios remain a sticking point. And, no, it’s not my driving. General consensus confirms there is a battle going on under the bonnet which means smooth gear changes elude all drivers of this car.
3 x exterior
I still really like the exterior design of the Cerato. Nicely proportioned panels and harmonious lines complete a classic style that is very appealing.
With a healthy track record for over-capitalising on cars, I started to contemplate what sort of modifications I would invest in if I owned this car. It has the potential to look very slick. But for the most part, it’s fine just the way it is.
It’s still a case of happy travels.

2012 Carbon E7 Review and Prices

2012 Carbon E7 Review and Price
2012 Carbon E7
The 2012 Carbon E7 is the world's first purpose-designed police car.

Consumer Guide’s ­Impressions of the 2012 ­ Carbon E7

It’s the world’s first car designed for law enforcement by law enforcement. You won’t ever be able to buy one, but the American-built Carbon E7 should save taxpayer bucks while it serves and protects the police.

What We Know About the 2012 Carbon E7

It looks like something Robocop might drive, but the 2012 Carbon E7 is serious business: The world’s first purpose-designed police car. Or as Atlanta-based Carbon Motors describes it, a “homeland security” vehicle created for law enforcement by law enforcement.

This is no everyday police-package Ford Crown Victoria or Chevrolet Impala. The 2012 Carbon E7 is new from the ground up, engineered and equipped to enhance comfort, effectiveness and personal safety for America’s 800,000 law-enforcement officers. And though it’s a way-cool machine with undoubted consumer appeal, the E7 will never be sold to the public, new or used. But be warned. Law-enforcement officials throughout the land are said to be very excited about this project, so you should see E7s on the road starting in 2012, if all goes according to plan.

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Inside This Article

The New Toyota Supra?

The New Toyota Supra?

You know when I wrote the Toyota FT-HS Concept article, I was thinking, hey this would be a great idea if it become the next Toyota Supra, and what do you know? Rumours are spreading like wildfire that yes indeed, this car has a great deal of potential to become the next Toyota Supra.
The New Toyota Supra
If your reading this and wondering, “hey whats a Toyota Supra” then perhaps this image will refresh your memory,
1995 Toyota supra
yes thats it, the loud cars with the gigantic wing that you see flying around the city late at night. Believe it or not, they are more than 10 years old and even today their timeless shape and cult following has kept them on Australian roads.

Toyota started the Supra project back in the days when it was still testing the ground to see if it could sell Luxury vehicles in the US, of course, now that Lexus is dominating the luxury segment in the states (and not doing too badly here either), the answer was an obvious yes.
The New Toyota
However a few years ago Toyota went a little crazy, they decided that they no longer needed proper sports cars, they dumped the MR2 (After they turned it into the revolting male hairdresser car, which was its last incarnation), they dumped the Celica (having already dumped the GT4 version of the celicas some time ago) and they had already given up on the Supra back in 2002.
So whilst I say toyota gave up on sports cars, they of course had the Lexus IS series, but since Toyota wants to stay very separate to Lexus, there is no point in counting the IS series as part of Toyota’s sports line up. Hence began the era of “Sportivo” the horrible name associated with front-wheel-drive vehicles that were nothing more than a last minute decision to add some “sportyness” to the brand.

Of course for those who bought the likes of Camry/Corollo Sportivos, the sheer shame of driving a car named sportivo should have been enough disappointment, but Toyota has gotten away with having no real sports car for a very long time!
So enough about Toyota’s mistakes, lets just take a few minutes and admire this car:
Toyota Supra
The New Toyota Supra
The New Toyota Supra
The New Toyota Supra
Yes its absolutely gorgeous, and of course its only a prototype, but if this infact does turn into the new Toyota Supra, what will it be powered with? Remember how a while ago Car Advice Road Tested the Lexus GS-450h? Yes, you guessed it, this baby is going to be running the same drive train!
“It’s a new kind of sports car for the 21st century, eco and emotion in a sports car concept with a performance target of 0-60 mph (0-100km/hr) in about 4 seconds and a price tag in the mid-$30,000 (USD) range.” Kevin Hunter, the vice president of Calty Design Research

So its going to go up against the likes of the Nissan 350z, and honestly? This is going to be one awesome sports car thats going to catapult hybrid technology into the performance car market! Can you imagine modders going crazy with their electric motor to get more kWs?
Oh and if your wondering why all these photos are not of the real thing, its mainly because the car is currently only on display at the Detroit motorshow, but here is two photos that are of the actual car :
Toyota Supra
Toyota Supra Rear

2013 Lamborghini Estoque

2013 Lamborghini Estoque Review and Prices
2013 lamborghini estoque
Inside This Article
2013 Lamborghini Estoque Review and Prices
2013 Lamborghini Estoque Pictures

2013 lamborghini estoque
The 2013 Lamborghini Estoque could be the company's first production 4-door sedan. The concept is shown here.

Consumer Guide's Impressions of the 2013 Lamborghini Estoque

What's this? A Lambo sedan? Yup, a high-power, high-fashion concept suggests the Italian sports car legend might follow Porsche to Four-Door Land. But the Estoque is still years away, and its path to showrooms could be a dead end.

What We Know About the 2013 Lamborghini Estoque

Alarming financial news cast a pall over the October 2008 Paris Auto Show, but storied Italian sports car maker Lamborghini provided a feel-good respite by unveiling a stunning concept sedan. Yes, a sedan, only the third 4-door design in the company's 40-year history. Named Estoque (say "es-toe-kay") for a sword used in bull fighting, it's as sexy as any Lambo ever built. It also looks showroom-ready. Jaws dropped and tongues began wagging when Lamborghini CEO Stephan Winkelmann told assembled reporters that the concept is a fully operational prototype that could go into production.

Could, mind you. For several reasons, the Estoque is not yet approved, and some reports say it won't be. And even if it is, Winkelmann says that Lamborghini would need at least four years to put it on the road, which suggests a 2012 arrival at the absolute earliest. But if it does go ahead, the Estoque is projected to more than double Lamborghini sales, to around 4,000-5,000 per year. That compares with a record 2,405 deliveries in 2007, divided between slinky V10 Gallardo and burly V12 Murcielago coupes and spider convertibles. Lamborghini is in the black, and the Estoque signals that it intends to remain there, recession or not. As Winkelmann told trade weekly Automotive News Europe, "If it's a feasible dream but an economic disaster, we cannot propose it."

Improved sales are also the motivation for Porsche's 2010 Panamera. The first production 4-door from that hallowed brand is one possible roadblock for the 2013 Lamborghini Estoque. That's because Lamborghini is owned by Audi, which is part of the whale-size Volkswagen Group that could also take a significant stake in minnow-size Porsche. The betting is that if Porsche joins the family, it would try to block development of Lamborghini's obvious in-house rival for the Panamera. Indeed, executives at both Porsche and VW were reportedly "less than pleased" with the Estoque, partly because they were told about it only a couple of weeks before the Paris premiere.

The 2013 Lamborghini Estoque faces other potholes on the road to showrooms. First, this is hardly a good time for another high-power bling machine that's expected to cost at least $200K. It's not just the turbulent global economy. It's tightening fuel-economy standards in the vital U.S. market and a scheduled 2012 CO2 emissions cap in Europe. VW/Audi must meet these new limits, so every car it sells must help, including the relative handful of Lamborghinis.

Second, cost considerations suggest the 2013 Lamborghini Estoque would need to share a platform and many components with other models in the vast VW/Audi empire. The concept, despite its fully finished nature, was built without regard to this not-so-small matter. Lamborghini is said to be studying various options, but is still far from a final plan.

Several sources believe the 2013 Lamborghini Estoque will end up being based on the lightweight aluminum architecture from parent Audi's next-generation A8 premium large sedan, which is due in Europe during 2010 and expected in the U.S. as a 2011 model. There's also talk of Estoque using a unique "blended" platform combining aluminum and carbon-fiber elements. The goal in either case is to minimize weight and thus maximize acceleration, fuel economy, and emissions performance for what will be a pretty big car.

The same considerations will dictate powertrain choices. In theory, the 2013 Lamborghini Estoque could be designed to use any and all suitable engines in the Audi arsenal. That could mean a 4.2-liter gasoline V8, a twin-turbo version of same, and even V6 and/or V10 turbodiesels. VW/Audi is also working up a gas/electric hybrid powertrain, and however implausible that might sound for a Lamborghini, it is another option according to Maurizio Reggiani, the company's director of Research and Development Technology.

Purists, of course, would prefer that a Lamborghini powerplant at least be available. That's doubtless why the concept carried a 5.2-liter Gallardo V10, although situated in front rather than ahead of the rear wheels. Some believe the Estoque will launch with an engine identical to or very much like this, mated to a rear-mounted 6-speed automated manual transmission with steering-wheel shift paddles. The production car will almost certainly follow the concept by having standard all-wheel drive. Despite the added weight versus rear-wheel drive, Reggiani told AutoWeek magazine that the Estoque will be "lighter than anything else [all-wheel drive] out there"--which tends to confirm rumors of exotic structural materials.

As for the rest of it, the 2013 Lamborghini Estoque should retain the concept's wedgy, low-roof, coupe-style silhouette, Gallardo-like nose and tail, and cozy, leather-lined four-passenger cockpit. The styling might be tweaked a bit, but it's hard to see how it could seem stale even four years from now. Some think a rear bench seat will be available for nominal five-passenger capacity.

A sedan it may be, but the 2013 Lamborghini Estoque should have all the technical hallmarks expected of this brand. That means all-independent double-wishbone suspension, big 4-wheel disc brakes with ABS, an Audi-sourced antiskid and traction-control system, and a full complement of airbags. Materials, fit and finish, and features will be first class to match the lofty price and, as on other current Lambos, will be a far cry from pre-Audi days. Though specifics are still far from decided, the goodies list would likely show 20- and/or 21-inch wheels with high-speed tires, a voice-controlled disc-drive navigation system with music storage and wireless-device connections, and a version of Audi's Drive Select system that allows tailoring suspension, steering, and throttle responses through several driver-selected modes.

All very promising and exciting. But there's one last problem with the 2013 Lamborghini Estoque: How to build it. With Lamborghini's existing facilities already stretched and the cost of expansion likely prohibitive, it's looking like outside contractors will supply sets of modules for final assembly at the company's home plant in Sant'Agata, near Bologna. Can you say logistical challenges?

Lamborghini obviously has its work cut out for it to make the Estoque a reality, so maybe that long time frame isn't such a bad thing. After all, the world economy should be recovering four years from now and thus better able to embrace another high-power, high-price Italian supercar.

2013 lamborghini estoque
Lamborghini's 2013 Estoque could get power from a 5.2-liter V10. The concept is pictured here.

A Notable Feature of the 2013 Lamborghini Estoque

It's too early to tell whether the 2013 Lamborghini Estoque will have any headline innovations, but look for it to incorporate a good deal of Audi technology, even if it's not acknowledged as such. The rumored engines mentioned above would be prime parental donations. The idea of a diesel-powered Lamborghini may seem weird, but "oil-burner" engines will be essential for Europe, where diesels account for about 50 percent of all cars sold, even in the high-lux league. We doubt Americans would get a diesel Estoque, if only for image reasons, but you never can tell. Things can change a lot in four years. The rumored hybrid powertrain would be a much better status symbol in our land and thus more probable.

Technical aspects aside, the Estoque--assuming it's actually built--will make history simply as Lamborghini's first production 4-door sedan. The only other Lambo sold with more than two doors was, believe it or not, a sport-utility vehicle. The military-inspired LM002 that was offered for a few years in the late 1980s and early '90s.

Buying Advice for the 2013 Lamborghini Estoque

Like other exotic brands such as Ferrari, Bentley, and Rolls-Royce, Lamborghini appeals for unique styling, rarity, and snob appeal, plus vaunted Italian high-performance brio. Buyers in this class aren't much concerned with value, practicality, reliability, or durability, though we now tend to take those attributes for granted in even the most plebeian cars.

Of possibly greater interest to would-be Estoque buyers are the aforementioned 2010 Porsche Panamera and the 2010 Aston Martin Rapide. All are megabuck low-production coupe-styled sedans in the mold of the popular Mercedes-Benz CLS, which in top-line form is another alternative. Already with us is the Maserati Quattroporte, which costs a good deal less than the Estoque is expected to. And let's not forget the high-style Audi A7 that's also on the way for 2011 with rumored hardtop and drop-top models. It all makes for quite a candy store, and a real treat for those who can afford to shop there.

2013 Lamborghini Estoque Release Date: As noted, Lamborghini statements suggest that the Estoque won't be ready until 2012 at the earliest, but we suspect various interim developments will delay the actual debut until calendar 2013, probably in the second half. Of course, this assumes that the car actually enters production.

2013 Lamborghini Estoque First Test Drive: Journalists might get a very early preview in 2012--probably just a "static" introduction with no seat-time--but actual driving in final production models likely won't be available until 2013.

2013 Lamborghini Estoque Prices: Various press reports indicate the 2013 Lamborghini Estoque will start at around $200,000, or roughly the same as the top-line 2008 Gallardo coupe, the LP560-4. But that's presumably in today's dollars; so we'd look for a minimum closer to a quarter-million by the time sales begin.

Updated by Don Sikora II 06.30.2009

2013 lamborghini estoque
The 2013 Lamborghini Estoque could compete with the Porsche Panamera, among others. The concept is shown here.

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  • C­onsumer Guide New Car Reviews and Prices: Road test results, photos, specifications, and prices for hundreds of new cars, trucks, minivans, and SUVs from the Auto Editors of Consumer Guide.
  • Lamborghini: Read Consumer Guide's full reports, including ratings, prices, specifications, and fuel economy.
  • Premium Large Cars: The 2013 Lamborghini Estoque will compete in the premium large car class. Here's Consumer Guide's roundup of all the premium large cars on sale today.
  • 2009 Consumer Guide Best Buy and Recommended Award Winners:
    Check out which cars won our Best Buy and Recommended awards for 2009.
  • Future Cars: Step into the automotive showroom of tomorrow with reviews, analysis, pictures, prices, and preliminary specifications on scores of vehicles that will be appearing next year and beyond.

2013 Lamborghini Estoque Pictures ►

2013 BMW 3-Series

2009 BMW 3-Series
BMW has a lot of stock in the 3-Series' signature look, so the 2013 BMW 3-Series has to look "the same yet different." The 2009 BMW 3-Series is shown here.

Consumer Guide’s Impressions of the 2013 BMW 3-Series

It’s still a few years off, but the next iteration of BMW’s top-seller is shaping up as a mix of fresh styling, big-Bimmer tech features, and thriftier engines. And yes, the redesigned 3-Series is almost sure to cost more.

What We Know About the 2013 BMW 3-Series

The next edition of BMW’s top-selling 3-Series is in the works, but don’t look for it anytime soon. Reports indicate the redesigned “F30” line won’t start home-market sale until 2012, which likely means a 2013 U.S. debut. Typical of European brands, the new 3-Series will launch with sedans, then add wagons and coupes a year or so later. An updated hardtop-convertible should arrive in 2014. Also due is a first-ever 3-Series 4-door hatchback, a sort of kid brother to the recently announced 5-Series GT and with most of the same functional attributes. The current E90 3-Series design will be seven years old when the rollout begins, having bowed in Europe during 2005 and in America for model-year ’06--quite a long run in today’s super-competitive global auto business.

The 2013 BMW 3-Series has lately been spied testing in Germany disguised in E90 bodywork, albeit with some telling alterations. Prime among them are a reported wheelbase stretch to 110.2 inches, up 1.5 inches, and axle tracks broadened by perhaps 2 inches front and rear, matched by like gains in overall width. The F30 should also be a bit longer than E90, but little, if any, taller. Curb weights will likely rise, but we think BMW will limit the gains to 100-200 pounds. As with E90, the F30 architecture--which may or may not be technically “all-new”--will also underpin BMW’s smaller 1-Series premium-compact cars that get their own redesign for release about a year before the new 3s.

Chassis design is said to be basically a current-model carryover. Though the suspension may get some redesigned hardware, the 2013 BMW 3-Series will retain a 4-wheel independent setup with front struts, so-called “Z-axle” multilink rear geometry, and an antiroll bar at each end. Four-wheel disc brakes with ABS will continue per BMW tradition. So, too, a standard stability system with traction control, available auto-adjusting shock absorbers, and BMW’s optional “Active Steering” that’s designed to quicken low-speed response for more-nimble handling. Wheel sizes are likely to stand pat as well, with 16-inchers, 17s, 18s, and 19s all available, depending on model. Run-flat tires should remain standard across the board, mainly because they eliminate the need for a spare wheel and thus save a little gas-wasting weight.

We’ve heard conflicting reports on powertrain choices for the 2013 BMW 3-Series, but one source insists the U.S. lineup will kick off with a 4-cylinder engine to ease corporate compliance with tough new U.S. fuel-economy standards and more-stringent CO2 emissions limits in Europe. If that source is right, this will be the first time in well over a decade that BMW has offered four-bangers to its U.S. customers.

Expected to come in with 2.0 liters and some 220 horsepower, the new engine is part of a family that’s available in other markets in sizes as small as 1.3 liters. All are lightweight aluminum units with direct fuel injection and variable intake- and exhaust-valve timing; most are also turbocharged, though apparently not the 2.0 coming Stateside.

What about the familiar 3.0-liter inline 6-cylinder gasoline engine? That seems to be in for some careful tweaking that we guesstimate will add at least 20 horsepower and that many pound-feet of torque. Both these engines should team with a 6-speed manual and optional 6-speed automatic transmissions, with all-wheel drive available for some models as an alternative to the normal rear drive. Also due to return is the rear-drive 335d with a 3.0-liter 6-cylinder turbocharged diesel, likely to be unchanged, plus a mandatory automatic.

As for the high-performance M3 sedan, coupe and convertible, there’s talk of a high-tune twin-turbo 4-cylinder replacing the current 4.0-liter V8 and making the same 300 horsepower as today’s twin-turbo 3.0 inline six, which will apparently be dropped as a mainstream-model choice. No word on whether the current M3’s 7-speed dual-clutch automated-manual transmission will continue, but we think there’s at least an even chance that it will.

Regardless of powertrain, the 2013 BMW 3-Series reportedly gets an expanded suite of mpg boosters under BMW's “Efficient Dynamics” label. See “Notable Feature” on the next page for more on that.

New styling will be the most obvious change for the 2013 BMW 3-Series. It’s said to be patterned on the big 2007 Concept CS, a swoopy 4-door that was slated for production as the Gran Turismo until the global economy imploded. Judging by speculative renderings we’ve seen online, the next 3s will borrow the concept’s so-called “sharknose” front-end treatment, with a taller fascia, larger “twin-kidney” grilles, and a raised hoodline, all to meet new European rules for minimizing pedestrian injuries. The facial surgery is also said to involve big new “cat’s-eye” headlamps and larger front-bumper air intakes. Bodysides are expected to be sculpted a la BMW’s latest 7-Series flagship sedans, with a bold C-shaped “character line” scribed from door handles to door sills. Incidentally, the F30 is the first BMW created under the aegis of recently appointed design chief Adrian van Hooydonk, who took over when the outspoken Chris Bangle left to pursue other interests.

BMW seems determined to blur the lines between sports sedan and functional hatchback with the AWD X6 and now the 5-Series GT. The 3-Series GT is simply a next step on this presumed road to niche-marketing Nirvana. Like the 5-Series version, it’s a sloped-roof design that’s expected to come with twin fold-down and sliding rear seats instead of a three-place bench. It should also have the same novel two-piece liftgate with a lower section that can be opened separately for slotting in smaller cargo or raised fully for max access to the luggage bay, which promises to claim as much volume as a 3-Series wagon.

Regardless of body style, the 2013 BMW 3-Series should get several new high-tech options borrowed from the larger 5- and 7-Series models. These reportedly include a Mercedes-style “drowsy-driver” detection/alert system, lane-departure warning, night vision, and radar-based cruise control with an integrated automatic-braking function designed to lessen impact severity.

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TAKE a look at the new 4x4 that is going to turn heads on and off-road! This striking machine is a coupe version of Ford’s popular Kuga, and it’s set to take style to the top of the agenda in the SUV sector.

Kuga is firmly established in the off-road market, Ford has decided it’s time to expand the range. With plans to grow the five-door version, there is room for a sporty little brother that puts the brand in a class of its own.

As BMW demonstrated with the X6, there is a demand for cars that combine the raised seating position SUV buyers love with coupé looks and a sporty driving experience. And as you can see in our exclusive images, the new Ford certainly has style on its side. Pivotal to the remarkable shape is the dramatically sloping roofline, while the distinctive C-pillar takes some of its inspiration from the three-door Fiesta.

The muscular yet athletic proportions are reminiscent of the original Iosis X, which previewed the Kuga. A neatly curved rear window, classy roof spoiler and sleek tail-lights complete the look. At the front is an evolution of the new design language seen on the Iosis MAX concept. Huge alloys fill chunky arches, the ride height has been raised, and off-road cues include front and rear skid plates.

The power system under the bonnet will benefit from the same range of EcoBoost direct-injection turbocharged petrol engines as the upcoming third-generation Focus. These are set to include a new 1.6-litre turbo, available with 148bhp or 178bhp outputs, which will combine storming pace with excellent consumption. Diesel options for the Kuga Coupé are going to include a new 128bhp 1.6 TDCi and a flagship 2.0-litre, available with 168bhp or 197bhp options.

As for transmissions, a Powershift twin-clutch auto is to be available for the first time on the Kuga. It will an optional alternativve to the standard six-speed manual gearbox. Expect the new model to get stop-start from the factory, too. Sitting on a modified platform from the next-generation Focus, the Kuga Coupé is to have class-leading driving dynamics with sharp steering, well controlled body roll and plenty of cornering grip.

The new ford Kuga coupe will be the sportiest car in its class and while most sales are likely to be front-wheel drive, an all-wheel-drive variant will also be offered. Options such as a panoramic glass roof, the latest hi-tech integrated sat-nav and Bluetooth compatibility, along with a reversing camera, are going to help make the Ford feel every inch the mini X6.


The 2009 Toyota Avensis is simply vast, and the one-touch folding rear bench is for driving that will create a new driving experience. All models benefit from a spacious cabin, while comfortable front seats mean a good driving position. The new models has a CD player, air conditioning and seven airbags while the mid spec TR model adds cruise control, leather steering wheel and dual zone climate control. However the centre console on range-topping models is loaded with controls making it selective and compactible for Fuel economy.

The new automobile is featured with three diesel and two petrol engines that are available in Nigeria automobile market. The entry-level 2.0-litre oil-burner makes do with 125bhp while the top 2.2-litre version has 148bhp. Like most diesels it’s the torque that dominates, and both units have it in spades.

However, Performances from the bigger diesel engine is particularly impressive, thanks to a linear power delivery and decent fuel returns.

The Avensis is going to set driving enthusiasts hearts on fire, as it’s still a very capable car. With multiple adjustments for the seat and wheel it is easy to get comfortable, but over-light steering and a soft suspension set-up mean it never inspires confidence through the bends.

Finally, the ride quality is pretty good and the Toyota is a very easy car to drive. Performance fans should look to the torquey diesel engines, which delivers a surprisingly strong real world pace. Toyota... Good thinking.. Good product!

Toyota SUPRA 2010

 2010 Toyota Supra Pictures
2010 Toyota Supra
Is the Supra sports coupe (FT-HS concept pictured) about to be reborn as a
mean-and-green hybrid?

2010 Toyota Supra
Sources indicate that the wild "boomerang" instrument panel and no-hub
steering wheel will probably be ditched for more conventional features
if FT-HS makes it to production.

2010 Toyota Supra
Look for the 2010 Toyota Supra by summer or fall of 2009--especially if a
showroom-ready Supra "concept" appears at one of this winter's major auto shows.

2010 Toyota Supra Pictures 2010 Toyota Supra Is the Supra sports coupe (FT-HS concept pictured) about to be reborn as a mean-and-green hybrid? 2010 Toyota Supra Sources indicate that the wild "boomerang" instrument panel and no-hub steering wheel will probably be ditched for more conventional features if FT-HS makes it to production. 2010 Toyota Supra Look for the 2010 Toyota Supra by summer or fall of 2009--especially if a showroom-ready Supra "concept" appears at one of this winter's major auto shows. Consumer Guide's Impressions of the 2010 Toyota Supra Toyota's "21st century sports car" concept has gossips talking about a new Supra. Is that big sports coupe about to be reborn as a mean-and-green hybrid? Right now, the odds are better than even. What We Know About the 2010 Toyota Supra Gossips love concept vehicles, especially those that seem to belong in showrooms already. Take the Toyota FT-HS. Unveiled at the 2007 Detroit Auto Show as a "21st-century sports car," it reminded some of Toyota's well-liked Supra. And why not? It's another high-style sporty coupe with rear-wheel drive, a six-cylinder engine, and seating for four. Obviously, a new Supra was on the way, and with gas/electric power to boot. After all, FT-HS stands for "Future Toyota-Hybrid Sport." * New Hybrid Car Prices & Reviews * New Performance Car Prices & Reviews * Reviews of All New Toyotas Carmakers usually shrug off new-model rumors, but Toyota did the just opposite with the FT-HS. As Road & Track reported, a company spokesperson described the concept as "a car we all know Toyota should have. It would slide right into the slot where the Supra was, as a mid-price sports/GT car--something we need in our product line." Which implies a rival to the Nissan 350Z, which the concept closely matches in size, and not the Chevrolet Corvette, which the last Supra targeted. Trouble is, a strong yen 10 years ago priced the Supra out of its market. A new hybrid model could suffer the same fate, given today's weak dollar/yen exchange and hybrid technology that remains expensive. Still, Toyota is a big company with huge cash reserves. And it remains committed to making gas/electric power just another option throughout its lineup. Moreover, Toyota likes to showcase its technology in distinctively styled niche vehicles like the compact Prius hybrid, that darling of Hollywood greenies. Add it all up and the case for FT-HS morphing into a new Supra looks pretty convincing. In fact, some oddsmakers say it's a sure thing. For more information on hundreds of new cars of today and tomorrow, check out: * 1993-1998 Toyota Supra Overview and Photos * Sporty/Performance Cars: The 2010 Toyota Supra will compete in the sporty/performance class. Here's Consumer Guide's roundup of all the sporty/performance cars on sale today. * Future Cars: Check out what's just on the horizon. 2010 Toyota Supra Details toyota ft-hs The Toyota FT-HS, unveiled at the 2007 Detroit Auto Show as a "21st-century sports car," reminded some of Toyota's well-liked Supra. Even if the oddsmakers are right, there's still the question of how much of the concept design could be retained for a "mid-price sports/GT." For example, the FT-HS powertrain assumes a 3.5-liter V6, familia­r from many current Toyotas­, but also a new Hybrid Synergy Drive that has yet to be developed. Toyota says the concept has a total 400 net horsepower, good for 0-60 mph in around four seconds, but has yet to project fuel economy or emissions ratings, except to say that both would be really good. Sports Car Galleries * 2009 Ford Mustang Pictures * 2009 Dodge Challenger Pictures * 2009 Chevrolet Corvette Pictures * 2009 Porsche 911 Pictures­ ­Then there's the concept's styling, with its many compound curves and sharp edges that would surely be expensive to produce even in modest volume. Other design elements, especially the wild "boomerang" instrument panel and no-hub steering wheel, would also have to be ditched for more-conventional, less-expensive components. But concepts are expected to have way-out features--it's all about the buzz, you know--and Toyota doesn't do these exercises just for fun. We imagine the FT-HS is already being adapted for retail sale wearing the Supra badge. A Notable Feature of the 2010 Toyota Supra The FT-HS uses a carbon-fiber beam to divide the cockpit left and right. Toyota says it enhances structural rigidity, but it also lends what designers call a "skeletal" appearance. Another novelty is a power-operated carbon/Kevlar roof panel that pivots to stow in the rear-seat area. Nodding to Ferrari and Porsche are a see-through hood panel to show off the front-mounted engine and a rear spoiler that powers up at higher speeds to enhance stability. The spoiler idea would almost certainly survive on a new Supra, but the other features seem questionable because of cost and/or practicality. We'll see what Toyota delivers.

2009 Volkswagen Golf GTD

Volkswagen revealed today at the Auto Mobil International in Leipzig the diesel brother of the Golf GTI: the GTD Golf, a car that is all about efficiency.
The GTD is powered by a 2,0 liter TDI engine that delivers 170 hp at 4,200 rpm and a peak torque of 350 NM between 1,750 and 2,500 rpm. It makes the 0 to 62 mph sprint in 8.1 seconds and can hit a top speed of 137 mph. It has a fuel consumption of only 5.3 liters per 100 km and a CO2 emission of only 139 g/km. The engine comes standard with a 6-speed manual transmission, while the optional 6-speed DSG comes as an option.
On the exterior the GTD comes with bumper, radiator grille and headlights exactly like in the GTI, while the red horizontal stripes in the radiator grille are styled in chrome on the GTD. At the rear, the turbo-diesel sports a modified diffuser. You can recognize the GTD by the dual chrome tailpipes on the left side of the diffuser.
Press release after the jump.
Press release
After the Polo, the BlueMotion offensive and the Golf GTI, Volkswagen is pulling the next arrow out of its quiver: this time it is the Golf GTD. It is extremely fuel efficient yet exceedingly sporty, and it is debuting as a world premiere at the Auto Mobil International in Leipzig (March 28 to April 05). The GTD code letters carry on a tradition: the first Golf GTD appeared back in 1982 – it was the GTI among diesels. Now Volkswagen has perfected the various aspects of sportiness. The new Golf GTD with its 125 kW / 170 PS is aimed at all diesel fans who value a maximum in dynamic performance.
This is where the GTD shows a clear affinity to the new GTI (155 kW / 210 PS). While the GTI is in its own league with an efficient turbo gasoline engine that offers the same performance as far more expensive sports cars, the Golf GTD is making its appearance with phenomenal fuel economy. Every 100 kilometers, just 5.3 liters of fuel flow through the piezo injection valves of the common rail engine that can hardly be pegged as a diesel. That is equivalent to CO2 emissions of just 139 g/km. This contrasts with a top speed of 222 km/h and 8.1 seconds for the sprint to 100 km/h.

Range of about 1,000 kilometer

As on the GTI, the GTD’s 6-speed manual transmission may be swapped out for an optional 6-speed DSG – which in the eyes of many experts is the most efficient automatic of our times. The Golf GTD with DSG reaches a top speed of 220 km/h; it accelerates to 100 km/h in 8.1 seconds and consumes 5.6 liters diesel on average (147 g/km CO2). These low fuel consumption values take both GTD variants to distances of about 1,000 kilometers on one tank of fuel (55 liters).
The GTD equipped with standard sport chassis and 17-inch alloy wheels (“Seattle” type) bears a close relationship to the GTI, in its highly agile handling properties as well as in its parallels in appearance and features.

GTD exterior

The exterior clearly indicates that this is the sportiest Golf with a diesel engine. Take the front end, for example: the bumper, radiator grille and headlights are a 1:1 match with the GTI. However, the red horizontal stripes in the radiator grille are styled in chrome on the GTD. At the rear, the turbo-diesel sports a modified diffuser. Even though no GTD emblem comes with the car purchase, the diesel version of the Golf can be recognized by its dual chrome tailpipes on the left side of the diffuser (the GTI has one tailpipe on the left and one on the right).

GTD sound

Sound – sporty sound – has not traditionally been a particular strength of diesel engines. However, the GTD’s new common rail engine is different. Since it no longer has a superimposed “hammering” sound that was previously typical of diesels, engineers were able to fine tune its acoustics for the first time. This is accomplished by a special sound generator, which outputs a sonorous tone, especially in the lower engine speed range. The electromagnetic sound generator evaluates engine speed, momentary power demand and vehicle speed data obtained via the car’s CAN bus and tunes the engine sound that can be heard in the interior.

GTD interior

Volkswagen’s GT philosophy is also reflected in the interior. It expresses itself in standard high-end sport seats, a 3-spoke leather steering wheel whose curvature flattens at the bottom (GTD signature in the center chrome badge), leather parking brake lever and leather gearshift boot with stitching in contrasting color. However, unlike in the GTI the color is not red but light gray. The same applies to the sport seats in “Jacky” pattern: The color chosen for the flat-felled seams are an elegant light gray (“Art Grey”) instead of red (“Flash Red”). The seats themselves are styled in a “Black-White” color combination.

GTD safety and convenience

Other standard features of the Golf GTD include details such as a black roofliner and black roof pillar trim, special interior accents, seven airbags including knee airbag on the driver’s side, automatic climate control (“Climatronic”), front fog lights with chrome framing, daytime running lights, ESP, a winter package (with heated windshield washer nozzles, heated front seats, headlight cleaning system and low washer fluid indicator light) and the RCD 210 radio system. Nonetheless, the most important component of standard GTD equipment is still the Common Rail TDI with 170 PS being used in the Golf for the first time.

TDI technology in detail

The 1,968 cm3 displacement engine is from a new TDI generation. It delivers its maximum power at 4,200 rpm. The engine – as sporty as it is fuel efficient – develops its 350 Newton-meter maximum torque between 1,750 and 2,500 rpm. Its specific torque is 177.8 Newton-meter per liter engine displacement. The upshot is that in practically any driving situation, the sixteen-valve four-cylinder engine offers power equivalent to that of a six-cylinder sports car engine.

About the technology: Fuel induction is handled by a common rail system. Fuel injection pressures of up to 1,800 bar and special eight-hole injection nozzles achieve exceptionally fine atomization of the diesel fuel. The eight-hole injection nozzles are driven by what are known as piezo in-line injectors. In this process, electrically controlled piezo crystals – boosted by hydraulics – initiate injection in fractions of a second. Compared to conventional solenoid valves, piezo technology enables more flexible injection processes with smaller and more precisely metered quantities of fuel. The results are a very quiet and pleasantly soft running engine, exceptionally quick response and the excellent fuel economy and emissions values already mentioned.
Another feature having a positive effect on the car’s acoustics is the maintenance-free toothed timing belt for the camshaft. The conversion to common rail technology and many other acoustic measures, such as a noise-damping film in the windshield, make the new Golf GTD one of the quietest diesel models in its class. In addition, the GTD will fulfill limits of the Euro-5 emissions standard. Advance sales of the Golf GTD in Germany will already begin in early May. And the prospects for a successful market launch look good. Because this sporty Volkswagen fits in perfectly with our times.

Sporty Statement

Volkswagen is launching a new Golf highlight on the market: the GTD. The acronym GTD has a long tradition: Back in 1982 the first Golf GTD appeared – the GTI among diesels. The new Golf GTD with its 125 kW / 170 PS speaks to all diesel fans who value a maximum in dynamic performance. That is why the GTD shows such a clear similarity to the new Golf GTI (155 kW / 210 PS). While the GTI is in a league of its own with an efficient turbocharged gasoline engine that offers the performance of far more expensive sports cars, the Golf GTD is making its debut with phenomenal fuel economy.
Every 100 kilo meters, just 5.3 liters of fuel flow through the piezo injection valves of the common rail engine that can hardly be pegged as a diesel. That is equivalent to CO2 emissions of just 139 g/km. This contrasts with a top speed of 222 km/h and 8.1 seconds for the sprint to 100 km/h. When the driver accelerates, the TDI surprises with exceedingly sporty sound, while still offering excellent long-distance touring comfort thanks to its very good acoustic properties.

Like the GTI, the GTD will also be offered with an optional six-speed DSG instead of the standard six-speed transmission version. In the opinion of many experts, this is the most efficient automatic of our times. The Golf GTD with DSG reaches a top speed of 220 km/h, and it too accelerates to 100 km/h in 8.1 seconds and consumes 5.6 liters of diesel on average (147 g/km CO2). Thanks to these excellent fuel efficiency values, GTD cars with either transmission version can travel about 1,000 kilometers on one tank of fuel (55 liters).

GTD drive – TDI technology in detail

The most important conceptual component of the Golf GTD is the common rail TDI with 170 PS being used in this model series for the first time. The 1,968 cm3 displacement engine is part of a new generation of TDI engines that is more fuel-efficient, low-emitting and more powerful. In parallel, Volkswagen significantly improved the acoustic properties of new generation TDI engines.

The maximum power of the GTD engine lies at 4,200 rpm. Between 1,750 and 2,500 rpm is where the engine – as sporty as it is economical – develops its maximum torque of 350 Newton-meters. Its specific torque is 177.8 Newton-meter per liter displacement. In practically any driving situation, the 16-valve four-cylinder engine offers the power of a sports car engine with six cylinders!

Fuel induction is handled by the latest generation common rail system. Fuel injection pressures of up to 1,800 bar and special eighthole injection nozzles achieve especially fine atomization of the diesel fuel. The injection nozzles equip the piezo in-line injectors. The electrically controlled piezo crystals – boosted by hydraulics – initiate trigger injection in fractions of a second. Compared to conventional solenoid valves, piezo technology enables greater flexibility in injection processes with smaller, more precisely metered fuel quantities and multiple injections with up to seven individual injections per working cycle. The results are a very quiet and pleasantly smooth-running engine, exceptionally quick response, excellent fuel economy and low emissions. Naturally, the Golf GTD meets limits of the Euro-5 emissions standard.

Engine acoustics are also improved by a fully maintenance-free toothed belt drive for the exhaust camshaft. For the first time on this TDI, Volkswagen is using an exceptionally low-noise, ribbed V-belt covered by an elastomeric film to drive ancillary components. The conversion to common rail technology and numerous other acoustic measures – such as a damping film in the windshield, an extensive noise attenuation package and aero-acoustic fine tuning of the body – have made the new Golf GTD one of the quietest diesels in its class.

Sound – sporty sound – was not exactly a strength of diesel engines until now. However, the GTD’s new common rail engine is in fact different. Like the new Golf GTI, the GTD also has an innovative engine sound system that acoustically underscores the engine’s power. In addition, the common rail TDI itself has a positive effect on passive safety:
Compared to the pump-nozzle TDI of the previous Golf generation, the new turbo-diesel has a significantly lower vertical profile. This improves pedestrian safety, since the engine hood now exhibits a larger deformation area.

GTD handling – chassis has optional DCC

The new Golf GTD is equipped with a sport chassis lowered by 15 millimeters. The entire architecture of springs, dampers and rear stabilizer were completely retuned for the sporty turbo-diesel. Up front, the familiar strut-type suspension operates with helical springs and telescopic dampers. In the rear, the innovative multi-link suspension ensures that the ESP system seldom needs to intervene.

As an option, the new Golf GTD can be ordered with dynamic chassis control (DCC). The system continually reacts to the roadway and driving situation and modifies the damper characteristic accordingly. DCC also reacts to acceleration, braking and steering inputs. This resolves the apparent conflict in goals between a stiff, sporty layout and a comfortable one. Background: A gain in sportiness generally means a loss of comfort, and the opposite holds true as well.
An ideal chassis continually adapts to roadway conditions and the driver’s wishes or those of the passengers. However, that would require electrically adjustable damping. DCC is precisely such a system. Along with the damper characteristic, the electro-mechanical power steering is tuned as well. Dynamic chassis control offers three programs: “Normal”,
“Sport” and “Comfort”. “Sport” and “Comfort” are selected via a button located in front of the gearshift lever.
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GTD exterior – visual appearance and features

The styling and features of the Golf GTD and GTI clearly show overlaps. Consider the front end, for example: Among the hallmarks of the GTD and GTI are their bumper designs with standard front fog lights in a typical vertical layout. Their headlights and radiator grille are also identical in construction. In the case of the GTD, the horizontal strips in the radiator grille – typical of the GTI – are styled in chrome. The gran turismo diesel also shares the honeycomb structure of the radiator grille’s lower and upper protective screens with the GTI.
Consider the rear: The turbo-diesel has a modified diffuser here. Even if no GTD emblem is ordered with the car purchase, the diesel Golf can be recognized by the exhaust system’s twin chrome tailpipes on the left side of the diffuser (GTI: one tailpipe on the left and one on the right). The taillights on both Golf top versions are smoked. The special exterior colors “Black” and “Tornado red” can also be ordered on either car at no additional charge; they emphasize the dynamic character of the two “GTs”.

GTD interior – look and features

The car’s interior follows Volkswagen’s GT philosophy as well. And this means ergonomics in its purest form, supplemented by features tailored to the Golf GTD. As in every sixth generation Golf, the exceptionally high-quality materials that are used make an immediate impression in their pleasing look and feel. The “top sport seats” – the same as the ones used in the Golf GTI – define a higher standard.
Their long-distance touring and racing properties are legendary, as is their styling. In contrast to the GTI, the black sport seats of the GTD are complemented by a light gray in the diamond stripe pattern instead of red. The name of the pattern is identical: “Jacky”. As a color for the so-called cap stitching, an elegant light gray (“Art Grey”) is used here instead of red (“Flash Red”). The driver and front passenger seats are height adjustable and equipped with a lumbar support. On this car, the seating system can be ordered with full “Vienna” black leather upholstery as an option.

Another highlight is the standard leather three-spoke sport steering wheel. Its lower radius is noticeably flattened, a feature usually reserved for race cars. The horizontal spokes were integrated in the styling of the grip recesses for the hands. The ergonomically ideal grip recesses are covered with smooth leather, while other areas of the wheel feature perforated leather. Also as elegant as it is sporty is the chrome look of the three spokes; the GTD signature was worked into the vertical spoke. The wheel is also available as a multifunctional steering wheel as a special option. When the Golf GTD appears with a DSG transmission, its steering wheel functionality is extended by the addition of shift paddles (“-” left, “+” right) located by the two horizontal spokes.
Also fitted in standard black leather are the parking brake lever and the gearshift surround. Here too, the light gray stitching provides a color contrast. Chrome surrounds are standard on the rotary light switch, As an option, Volkswagen is offering the same Bi-Xenon headlights on the Golf GTD as on the Golf GTI, including dynamic curve lighting.
The headlights swivel through a steering radius of up to 13 degrees to the outside and seven degrees to the inside. The styling of the headlights closely matches the GTD’s sporty character. The embedded dual modules (Xenon outboard, parking light / turn signals inboard) each have a chrome pod through which a very impressive visual image
Another high-end technology of the new Golf GTD is the optional “Park Assist”. The second generation of the system is used here. It enables nearly automatic back-up parking parallel to the roadway. The driver just needs to actuate the gas pedal, brake and (in the manually shifted version) the clutch, while the GTD steers into the pre-scanned space by sensor control. Previously, the space had to be at least 1.4 meters longer than the vehicle; now 1.1 meters is sufficient. In addition, the system now enables multiple forward-reverse stages in parking. “Park Assist” deactivates itself as soon as the driver manually intervenes in steering.

2010 Volkswagen Jetta TDI

volkswagen jetta tdi
Volkswagen is proving that you don’t have to purchase a hybrid in order to drive a green car. That is the idea behind the German automotive manufacturer’s alternatively fueled 2009 Jetta TDI. Our car came equipped with a 2.0 Liter turbo diesel power plant making 140 HP and 236 lb-ft of torque and still gets and EPA estimated 40 MPG on the highway when connected to our car’s DSG gearbox. Starting out at a little over $22,000 the VW Jetta TDI is an affordable alternative to other environmentally friendly vehicles. Our Reflex Silver Metallic four door medium sized sedan rode on a set of stylish 16 inch alloy wheels and aside from the TDI badge on the trunk, this Jetta looked just like any other Jetta in the VW family.
The interior was filled with goodies like CLIMATIC air conditioning, V-Tex leatherette comfort seats and a 6 disc CD changer with auxiliary input jack for all your MP3 needs. One of the nicer features that comes with our TDI, or any new Jetta for that matter, is 24 hour road side assistance for the first 3 years or 36,000 miles of ownership. Not to mention that thanks to the new common rail fuel delivery system, the Jetta TDI is the only diesel in the U.S. that meets the strict European Tier II Bin 5 emissions requirements without the aid of any additional additive, that is the equivalent of being an LEV II rating from the California Air Resources Board. Coming in at $25,070 the Volkswagen Jetta TDI is a pretty good price to pay for such a well finished, economical and fun to drive package.
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Exterior impression:

Volkswagen decided not to expose their alternatively fueled Jetta with large stickers or gaudy emblems, instead our TDI appears to be the same as any other MKV platform Volkswagen with room for five and a trunk, there is no difference between our Reflex Silver Metallic Jetta TDI and the other compact four door sedan from VW. Aside from the attractive 16 inch rims, the only thing that gives this green car away is the TDI badge on the trunk. We especially like the blue “I”, a hint at the German automaker’s cleaner future with cars like the Blue Sport Roadster.
The headlights are round and friendly, the car is proportionately sized, the large chrome treatment in the grill is nice but it’s a shame that Volkswagen has decided not to differentiate the front ends of the Golf and Jetta like they used to, that always made for some pretty cool looking GTIs with square headlights. Not that there is anything wrong with the exterior of the TDI. The magic of the TDI comes under the hood and at the pump, although it would be nice for VW to play up the color blue a little bit more, perhaps on the lips of the rims or on the grille, just something subtle to differentiate the car from the rest of the VW lineup. One thing is for certain, if you like the looks of the Jetta, you would have no problem, with the TDI.

Interior impression:

The inside of the Jetta TDI is just what you would expect from the German automotive giant, the interior was comfortable, with a well laid out instrument cluster and center stack that not only looked good, but was very user friendly as well. The seats were nice, wrapped in black V-Tex leatherette, a durable, attractive and a very good leather substitute. The material is more breathable than leather, but not as much as a cloth covered seat would, and isn’t as cushy or grippy as the woven material. However a few important pieces like the multi-function steering wheel and hand brake lever are covered in the real thing.
The radio was top notch, it stored up to 6 CDs that can also play MP3 burned discs as well as through the auxiliary input jack. The tuner can pick up AM/FM and Sirius satellite radio signals, which were all easily found thanks to the intuitive, well placed dials and user friendly layout. The only problem we found with our Jetta TDI is that Volkswagen continues to use the same vinyl coating for items like the window switches that are found to have peeled back exposing the plastic underneath in many used cars. There was also a plastic screen in the middle of the dash that had already started to lift at the corners, possibly a byproduct of the car’s tight suspension.

The drive:

Surprisingly the suspension on our Jetta was stiff, and made he car feel more like a sports car than something you should be getting a tax credit for driving. This is only a likely side effect of having TDI emblems stuck to the side of the Volkswagen Group’s Le Mans winning endurance race cars. VW must see diesel differently than the rest of the world, where we here in the U.S. see dirty pollutants, in Germany the turbo diesel trend is the next best thing in the high performance market.
Our car cam equipped with a DSG intelligent gearbox, however when paired with the 140 HP 2.0 Liter TDI power plant, the combination takes some getting used to, especially when attempting to pass on the highway. When you pull out and mash the gas, the TDI falls flat on its face before finding a lower gear and pushing through its limited RPM range. We found ourselves having to apply a substantial amount of pressure to the accelerator in order to get the Jetta to move with decent vigor. However while driving on city streets the power train combination tells a different story, we found ourselves feathering the throttle, because if we were not delicate our heads would unexpectedly be thrown back into the headrest from the diesel’s outstanding 236 lb-ft of torque when attempting to inch forward in traffic.
From the driver’s seat, the Jetta TDI carries none of the traits of traditional oil burners. The only time you will know that you are behind the wheel of a diesel is the split second that you creep away from a stop, this is the only time that the insulation underneath the engine cover doesn’t muffle the clacking of the compression ignited alternatively fueled power plant that gets a hybrid-like EPA estimated 29 MPG in the city and 40 MPG on the highway.

Why to buy?

If you are a father, looking for a safe reliable ride for your daughter and have the foresight to think ahead about maintenance and fuel costs, the Jetta TDI is for you. The diesel power plant has less moving parts, which means less to go wrong and fewer potential problem areas. Despite the exorbitant cost of diesel fuel in the U.S. it is still a more economical option over gasoline based on the alternative fuel’s increased range characteristics.
If you want to fly under the green car radar in a green car, and still feel like you can have fun in the twisties, take the TDI over a mountain pass, you’ll fall in love.
This is also the car to buy if you want to compete in the Jetta TDI Cup, a one make green racing series for the diesel powered Volkswagen.

Why not to buy?

If you are still hesitant about diesel power, whether it is due to the selective supply, inflated price or just because it is different; but still want to save some money at the pump and show off how green you are to your friends, you should look at a hybrid. The Toyota Prius is a great option and will instantaneously earn you street credit as a hyper miler or you can look at the more affordable Insight from Honda; although neither of these options offer the same traditional styling as our Jetta TDI.
If you want a Jetta because you are looking for the traditionally affordable four door VW think again, this one will probably be a little too uncomfortable. The suspension is set up more like the hot hatch GTI, stiffly sprung and slightly harsh, good for carrying speed through turns but not so great for going over speed bumps in the mall parking lot.

Top Speed Final Verdict:

The Jetta TDI experience is surprisingly different than what you would expect from looking at the car from the outside. This four door VW has been infused with the spirit of a GTI and the soul of a green vehicle. Our Jetta TDI took a little getting used to, but once we figured it out, we liked what we were driving, especially when it came time for a fill up, something that never happened. We enjoy the sporty ride, but question whether this is what American new car buyers are looking for from the familiar four door Jetta.
Our TDI was able to throw you back in the seat with it’s 236 lb-ft of torque, which can be easily boosted with some computer software. This Jetta has more speed under the hood than you would ever expect from your sister’s car. One of the interesting things about our Jetta TDI was the needle on the tachometer; it moves around more like a tire pressure gauge than something connected to a traditional internal combustion engine, we aren’t sure whether this is attributable to the diesel engine or the double clutch transmission.
Either way it didn’t bother us too much, our only recommendation would be to test drive a manual version as well to see what you prefer. By the way, the Jetta’s 2.0 Liter turbocharged engine is the only diesel on the road today that meets the strict European CO2 emissions regulations without the help of a urea additive, like AddBLUE. Now that’s green.