Search results matching tag 'volkswagen'

2009 Volkswagen Jetta TDI Review | New Jetta Reviews | VW Clean Diesel Sedan

Jeffrey Ross — Fri, 19 Sep 2008 14:00:00 GMT

In the past, it seemed that drivers were always forced to choose between driving an exciting car or a “green” car. For 2009, Volkswagen shows that saving the environment (and money at the pump) doesn’t have to be a dull, boring experience. The Jetta TDI provides fuel economy estimates similar to most compact hybrids, but it offers the driving pleasure comparable to some factory-tuned subcompacts. Keep reading below for a full review on the 2009 Volkswagen Jetta TDI.

Volkswagen has engrained itself in the history of diesel-powered vehicles since the first diesel Rabbit hit U.S. shores in the 1970s. Although Volkswagen has continued offering a wide number of diesel vehicles since, the cars have become increasingly limited due to increasingly stringent regulations in overly polluted metropolitan areas like California and New England

New for 2009, Volkswagen introduced the 50-state legal clean diesel Jetta TDI and Jetta SportWagen TDI, which should shatter all of the stereotypes associated with diesel cars. Gone are the fog of black smoke from the tailpipe and the loud clatter from the engine, while the increased fuel economy and reliability are still in place. With its EPA fuel economy of 30 miles per gallon in the city and 41 mpg on the highway (with manual transmission), VW now offers one of the most fuel-efficient sedans in its class and the only one to offer a diesel engine.

While it might take an engineer to actually describe how the 2009 Jetta TDI’s technology works, any average consumer will instantly appreciate the lack of smoke, noise and lag. The Jetta TDI uses an advanced exhaust system, that includes a diesel particulate filter, NO_x storage catalyst and H₂S Slip Catalyst, to help eliminate all of the preconceived notions of diesel engines. The technology behind diesel fuel production has also changed over the years allowing the diesel-powered Jetta to comply with the latest regulations. As of September 2006, all gas station are required to sell only ultra low sulfur diesel (USLD), which is also referred to as clean diesel.

The heart of the Jetta TDI is VW’s all-new turbocharged 2.0-liter I-4 with common-rail direct injection. With 140 horsepower and 236 lb-ft of torque, the Jetta TDI should easily manhandle a Prius, while still holding its own against anything a Corolla or Civic could throw at it. In normal driving conditions, the Jetta’s diesel engine is disciplined, yet responsive. Under hard acceleration, the all-season tires break loose for a quick chirp accompanied by a slight, almost unnoticeable, whine of turbocharger spool. The Jetta’s powerplant feels strong whether it’s called upon to climb a steep, winding road or to merge into heavy freeway traffic. Over 145 miles of mixed driving, the Jetta TDI got as much as 44 mpg.

Directing the power to the front wheels, the Jetta TDI is available with either a six-speed manual transmission or VW’s six-speed automatic, dual clutch DSG® transmission. The latter, which features a sport mode and a Tiptronic® manual shift mode, will run an additional $1,100 for either the sedan or SportWagen variant. While the Jetta TDI offers the same DSG® transmission as the 2008 R32, there are no paddles mounted on the back of the steering wheel. As is the case with most cars, the manual transmission offers slightly better fuel economy over the automatic. With the automatic transmission, only a small amount of hesitation could be detected when the Jetta took sharp, uphill corners, but is probably a better option for continuous stop-and-go driving.

Other than a small TDI badge on the lower right corner of the decklid, there are no visual differences between the base Jetta models and the Jetta TDI, which is good news. Like all other VW’s, the Jetta sports a prominent chrome grille up front and clean lines throughout the body. Faint creases along the hood and across the doors help add character and definition to the Jetta’s design. The 16-inch, split five-spoke alloy wheels not only add an aggressive aspect to the Jetta, but it also helps to improve stability.

In sharp turns and twisty roads, the Jetta was confident and maintained its intended line. The four-wheel disc brakes performed well with no noticeable fade during long, downhill stopping maneuvers. With standard safety systems such as Electronic Stabilization Program (ESP), Electronic Brake Assist (EBA) and Anti-Slip Regulation (ASR), the Jetta can take on driving in almost any weather situation. The Jetta and Jetta SportWagen received four stars in frontal impact protection and five stars in side impact protection from the National Highway Transportation Safety Administration (NHTSA).

Awaiting us on the inside was the same comfortable interior that we grew fond of in the R32 and Jetta SportWagen. From the leather-wrapped steering wheel to the comfortable seats, all the surfaces inside the Jetta are soft to the touch. The height-adjustable driver’s seat and tilt and telescoping steering column help to ensure that the Jetta TDI’s pilot is perfectly situated. Even the deep “thud” that is heard when closing the doors gives the Jetta a sense of a safety.

The base Jetta TDI is essentially the top-of-the-line model and the base price shows it. Even with a starting MSRP of $21,990 ($5,000 more than the base Jetta sedan), the TDI is an easy choice when factoring in fuel mileage and costs. In addition to the price of diesel falling compared to gasoline prices (as of September 15, 2008, the national average for diesel is just 20 cents higher than regular-grade gasoline, according to the Energy Information Administration), the 2009 Jetta TDI and Jetta SportWagen TDI are now eligible for a $1,300 Federal Income Tax Credit from the Internal Revenue Service.

As if it would take more for Autotropolis.com to recommend the fuel-efficient, fun-to-drive, safe and affordable Jetta TDI, all 2009 Volkswagens come with the Carefree Maintenance Program, which covers all scheduled maintenance at no cost to the owner.

Review written by: Jeffrey N. Ross
All photos copyright Jeffrey N. Ross/Autotropolis.com © 2008

2009 Volkswagen Jetta SportWagen Review | New Jetta Reviews | VW Station Wagon Review

Jeffrey Ross — Tue, 13 May 2008 16:34:00 GMT

The 2009 Volkswagen Jetta SportWagen is the all-new compact station wagon set to go on sale this summer. In addition to using the same attractive design as its sedan counterpart, the 2009 Jetta SportWagen offers enough cargo capacity to rival some of the more popular compact crossovers on the market. Keep reading below for a full review of the 2009 Volkswagen Jetta SportWagen.

Since 2003, if prospective car buyers wanted a Volkswagen with sufficient size and space, the choice was limited by default to the rugged Touareg SUV. Those looking for a less expensive, smaller option that offered ample storage but not SUV-like fuel economy were out of luck at VW dealerships.

Three new Volkswagens aim to solve that problem when they debut this year. The Volkswagen Tiguan, Routan and Jetta SportWagen will all be in VW showrooms by this fall and offer completely different approaches to hauling passengers and their gear.

Somewhere in between the compact hatchback Rabbit and compact crossover Tiguan sits VDub’s all-new station wagon, the 2009 Volkswagen Jetta SportWagen. Set to go on sale this summer, the SportWagen adds the one key aspect that the already-solid Rabbit/Jetta lineup currently lacks: space. As fuel prices rise and drivers search for a more fuel efficient alternative to large, bulky SUVs and crossovers, Volkswagen is betting that small, spacious station wagons become a wild success.

The main draw of the Jetta SportWagen is going to be the improved cargo capacity when compared to other similar Volkswagens like the Rabbit. Surprisingly, the Tiguan and the SportWagen share basic chassis components although the station wagon holds a distinct advantage when it comes to storing gear. With seating for five, the SportWagen can offers up to 32.8 cubic feet of storage space, but opens up to 66.9 cubic feet by easily folding the second row seats flat (for comparison, the Tiguan holds 23.8 cubic feet with the seat up and 56.1 cubic feet with the seat folded down).

Upon first glance, the SportWagen is identical to the Jetta sedan from the B-pillar forward, while the cargo area carries a similar design to the Rabbit’s unique hatch and C-pillar. In transforming the Jetta from a sleek sedan into a station wagon, Volkswagen did not compromise the car’s overall look, feel or driving characteristics. Aside from keeping most of the crucial lines and curves that make the Jetta and Rabbit so unique, the extra sheet metal added only 55 pounds to the total weight - keeping the 3,285-pound station wagon nimble.

The overall experience of the SportWagen was just as its name suggests – sporty. The four-wheel independent suspension may not have allowed the SportWagen to corner like the S4 Avant (review soon to come), but it handled as one would expect from what is essentially an extended-length Rabbit. The truth is, the SportWagen feels like the small hatchback or sedan from which it is derived rather than a typical station wagon or compact crossover to which it will most likely be compared against.

As much as we loved the interior of the R32 and Eos we have recently tested, it was nice to see what the base trim levels offered – and it was surprisingly pleasant. The dash layout, center stack and center console were pretty much the same, but the SportWagen was devoid of sport seats or flashy dash inserts. The cloth seats were comfortable on long trips and the driver’s seat allowed for precise adjustment with the manually adjustable fore and aft position and seat bottom height and the power-adjustable seat back angle. The tilting and telescoping steering column not only ensured that the driver had optimal comfort to prevent fatigue, but also gave an unobstructed view of the instrument gauges and driver controls.

Unfortunately, the SportWagen we tested wasn’t equipped with VW’s optional 2.0-liter TDI four-cylinder diesel, but the standard 2.5-liter inline five cylinder performed surprisingly well. At times, the 170 horsepower felt a little underpowered, but the six-speed automatic Tiptronic transmission took up most of the noticeable slack. Even with the standard Electronic Stability Program engaged, the front wheels still managed to break loose at times under hard acceleration.

Unlike the rest of VW’s lineup, the SportWagen is designed to run on regular 87-octane saving a little bit of savings at the pump when filling the 14.5-gallon fuel tank. With estimated EPA fuel economy of 21 mpg city and 29 mpg highway, the Jetta SportWagen is slightly more fuel efficient than the popular compact crossovers such as the Honda CR-V and Toyota RAV4.

Prices have yet to be announced for the 2009 Jetta SportWagen, but with the sedan starting at $16,990, a base price in the low-$20,000 range isn’t unreasonable with the TDI model probably coming with a mid to upper $20,000 price tag.

Review written by: Jeffrey N. Ross
All photos copyright Jeffrey N. Ross/Autotropolis.com © 2008

2008 Volkswagen Touareg 2 Review | New Touareg Reviews | Volkswagen SUV Review

Jeffrey Ross — Tue, 29 Apr 2008 14:09:00 GMT

It may be hard to pronounce, but Volkswagen’s Touareg 2 is easy on the eyes. Updated for 2008, the Touareg 2 now boasts a stylish exterior and a front-end treatment in line with other Volkswagen vehicles. With its tall ride height, short overhangs and powerful engine choices, VW has created an SUV that looks and performs just as well on road as it does off road. Keep reading below for a full review on the 2008 Volkswagen Touareg 2.

Volkswagen took American motorists a bit off guard when it launched the Phaeton in 2003. While the car was stuffed with luxury and power comparable to a BMW 7 Series or Mercedes-Benz S-Class, few were ready to drop $60,000 on a Volkswagen at the time.

The same year the Phaeton was introduced, Volkswagen followed the money trail and introduced its first SUV, the Touareg. Since then, VW has pulled the Phaeton luxury sedan from its North American lineup, making the Touareg the company’s flagship vehicle here in the States. To keep the Touareg fresh, Volkswagen went Hollywood on the Touareg giving it a much-needed facelift for 2008.

The updated 2008 Touareg 2 kept the wide, stocky stance and short overhangs of the original, while the passive front-end treatment was abandoned for a more contemporary-Volkswagen design. In all, the Touareg 2 now adds an impressive design to its already beaming repertoire that include a luxurious interior and stellar off-road capabilities. Up front, a pair of Bi-Xenon, scalloped headlights flank VW’s signature oversized chrome grille, while the rear end gets some tinted taillights and dual, quad-tipped exhaust to enhance the sporty looks.

Even at a standstill, the Touareg has always looked like a rugged SUV that would be more comfortable getting down and dirty in a big mud puddle than tooling down the highway. With a ride height of 8.3 inches, the Touareg 2 is able to tackle most off-road scenarios it encounters yet is still low enough that getting in or out should not pose a problem for average adults. One option we have loved to play with is the ($2,750) 4-corner air suspension system that allows the driver to manually adjust the Touareg’s ride height anywhere from a sleek 6.3 inches up to a rock-crawling 11.8 inches.

When it came time for the refreshing, Volkswagen left the interior alone – and for good reason. The highly detailed interior of the Touareg 2 features a high-class fit and finish. Everything from the door panels to the seating surfaces to the radio and HVAC controls were stylish, well placed and soft to the touch. The soft leather used on the Touareg’s steering wheel, door trim panels, seats and armrests were only outdone by pleasant metallic control knobs that featured small rubber inlays that not only provided for better grip, but also for a better feeling during use.

From the driver’s seat, the instrument cluster provided two large gauges for speedometer and tachometer flanking a small information screen, with four smaller gagues along the bottom edge of the cluster. Keyless start/stop made getting into the Touareg and starting it easy for the driver, while the 4-zone Climatronic system prevented A/C fights by providing all passengers their own individual controls. For rear passengers, the B-pillar mounted A/C vents provide better flow and optimal comfort.

With accommodations for five, the Touareg 2 can hold up to 31 cubic feet of cargo or up to 71 cubic with the rear seat folded flat. If more cargo needs to be hauled, the Touareg can carry up to 220 pounds on the roof rack or 7,716 pounds on a trailer (when properly equipped with the trailer package). To be blunt, this is no cute-ute or soft-roader.

Aside from the numerous convenient, luxurious touches, our one main gripe about the interior was the lack of a navigation system (included in a $3,350 package). On a vehicle nipping at $50,000, one would think that VW’s useful navigation system could somehow find its way into the center stack. Since this Touareg was not equipped with the navigation system, we weren’t able to test out the rear view back up camera, but fortunately Volkswagen equipped the Touareg 2 with its Park Distance Control system as standard equipment. With four sensors mounted on the front and rear bumpers each, small sets of indicator lights progressively illuminate inside the vehicle and an audible noise alert the driver when an object is detected in front of or behind the vehicle.

The Touareg 2, along with its close cousins the Porsche Cayenne and Audi Q7, offer one of the most unique and powerful engine lineups to any other SUVs. The Touareg 2 we tested came with Volkswagen’s modest and mild-mannered 280-horsepower, 3.6-liter VR6, which was more than adequate in any daily driving. Still, after driving two Audi S4 offerings recently, we couldn’t help but wonder how much fun the 350-horsepower V-8 would be or, even better, the diesel torque-monster that is the 5.0-liter V-10 TDI capable 310 horsepower and a whopping 553 lb-ft of torque – maybe some other day!

Despite a design and aerodynamic shape that was unmistakably Volkswagen, the new Touareg 2’s un-svelte 5,086-pound curb weight gave it some un-Volkswagen-like low EPA fuel economy estimates of 14 mpg city and 19 mpg highway. Despite such low numbers, the 2008 Touareg 2 saw fuel economy that wasn’t too far off from other crossovers we’ve tested recently - such as the 2008 Suzuki XL7 (16/22) and the 2007 Hyundai Veracruz (17/24).

With a starting MSRP of $39,420, the Touareg 2 should please just about anyone looking for a capable, real world SUV with a no-haggle drivetrain and luxurious interior. Handsomely equipped, however, the $46,300 Touareg 2 we tested may chase more than a few VW costumers away. For those people, Volkswagen will be introducing a minivan (2009 Routan), station wagon (2009 Jetta SportWagen) and compact crossover (2009 Tiguan) throughout the year.

2008 Volkswagen Touareg 2 Pictures and Wallpapers

Review written by: Jeffrey N. Ross
All photos copyright Jeffrey N. Ross/Autotropolis.com © 2008

2007 Volkswagen Eos Review | New Eos Reviews | Volkswagen Convertible Review

Jeffrey Ross — Thu, 27 Mar 2008 16:09:00 GMT

The Volkswagen Eos is one of the most eye-catching convertibles on the market. With a trick top as its crown jewel, the Eos features a peppy, and fun-to-drive drivetrain with a pricetag low enough to compete with some of the most popular convertibles. Keep reading below for a full review on the 2007 Volkswagen Eos.

Ragtop. Drop top. Cabriolet. It doesn’t matter how you put it, convertibles offer one of the most unique driving experiences of any other vehicle - second probably only to a motorcycle. Despite offering the pleasure of top-down driving, though, convertibles are historically known for being clunky, noisy and ill handling.

Volkswagen helped lead the way in the convertible revolution by introducing the Eos in 2007. The Eos, named after the Greek goddess of dawn, comes with a sporty design, luxurious interior and an affordable price in addition to the curve-hugging handling for which VW is known. Once available only on high-end convertibles, the Eos started the trend of utilizing a retractable hardtop system to help make the top disappear.

From its large chrome grille to the stylish LED taillights, the 2007 Volkswagen Eos is truly an eye-catching car. With the top up, the Eos’ coupe profile is well proportioned and devoid of the freakishly long, flat decklid that most convertibles are cursed with. The Eos we tested was a 2007 model and came in a bright Paprika Red paint with 10-spoke aluminum wheels.

The most notable feature of the Eos is the convertible hard top. Weather permitting, the top disappears in a captivating ballet of glass and steel transforming the Eos from coupe to convertible (and vice versa) in about 25 seconds. In order to prevent damage to the decklid, the convertible top will not activate if the integrated rear bumper sensors for the Park Distance Control system detect inadequate clearance (less than 20 inches) between the rear bumper and an object. For added safety, the convertible top and side windows offer pinch protection to prevent injuries in case a passenger has his or her hands in the wrong place.

In keeping with the rest of VW’s lineup, the Eos is a peppy, fun-to-drive car; the fact that it’s a convertible is just icing on the cake. Providing power in the Eos is the same drivetrain found in the Jetta GLI and Rabbit GTI - the 200-horsepower, turbocharged DOHC four cylinder. Feeding power to the front wheels is the smooth and quick-shifting Direct Shift Gearbox (DSG®) six-speed automatic with Tiptronic® manual shift mode. Proving its power and efficiency, this powertrain combination launches the Eos from 0-60 mph in just over seven seconds, while getting an EPA estimated 23 mpg city and 31 mpg highway.

Inside, top-up driving provides either a quiet, coupe-like environment with the windows up or an open, airy experience due to the pillar-less side windows and Eos’ unique large sunroof. The interior layout is similar to the R32 we recently tested, but focuses on comfort and top-down enjoyment rather than the performance-oriented interior of the Rabbit-based hot hatch. The optional luxury package augments the comfortable and inviting interior by adding plush Cornsilk Beige leather seats (with 12-way power front seats with power adjustable lumber support), leather-wrapped multifunction steering wheel, rain-sensing windshield wipers and wood trim and brushed aluminum accents throughout the cabin. Other interior enhancements include an easy-to-use DVD navigation system and 10-speaker, 600-watt Dynaudio® premium sound system with satellite radio and a six-disc CD changer mounted under the center console armrest.

Sharing the same platform with the VW Rabbit and Audi TT, the Eos has a slight disadvantage in size compared to its main competitors: the Pontiac G6 and Chrysler Sebring convertibles. Despite giving up over 16 inches in overall length to each vehicle, interior space doesn’t suffer as much as would be expected considering its size. With two occupants and the top down, the Eos offers stellar comfort and luxury as well as a surprisingly quiet environment thanks to the standard windscreen in place over the back seats and the ingenious pop-up wind deflector over the windshield. As far as the back seat goes, few convertibles are known for their spacious rear seats, but VW maximized what little space there was to work with offering rear-seat accommodations spacious enough for anyone under six-feet tall.

While fitting four adult passengers in the Eos isn’t a hard task, carrying their luggage for anything more than just a day at the beach could prove to be a little trickier. The unique design and operation of the convertible top severely limits the available trunk space. At 10.5 cubic feet, the Eos has the smallest trunk space with the top up when compared to the G6 (12.6 cu. ft.) and Sebring (13.1 cu. ft.), but once the top is down, the Eos is on a more level playing field with 6.6 cu. ft. (the Sebring and G6 offer 6.6 cu. ft. and 2.2 cu. ft., respectively).

Continuing Volkswagen’s focus on safety, the Eos received top scores from the Insurance Institute for Highway Safety (IIHS) in both frontal- and side-impact protection. VW seemed to solve the challenges of providing extensive safety in a roofless vehicle with two key devices. First, providing side-impact head protection in a convertible obviously poses a problem since a roof-mounted side curtain airbag is out of the question, so VW equipped the Eos with seat-mounted side airbags that are tall enough to provide both torso and head protection. Secondly, in rollover collisions rear occupants of convertibles generally have little to no protection from severe injuries, so if a collision or imminent rollover is detected, two roll bars quickly popup from behind the rear headrests to help reduce the chance of serious or fatal injuries in the event that the Eos rolls over.

Helping the driver safely maintain vehicle control, the Eos comes with a multitude of standard safety systems, such as Anti-Slip Regulation, Electronic Differential Lock and Electronic Stabilization Program, to maximize traction. Four-wheel vented disc brakes with Anti-Lock Brakes and Electronic Brake-pressure Distribution help halt the 3,569-pound Eos. It seems that the only safety feature that doesn’t come standard on this sub-$30.000 convertible is a tube of sunscreen for its passengers.

The base MSRP for a 2008 model is $28,990 – right about in the middle of the Sebring and G6 convertible models. The 2007 VW Eos 2.0T we tested added the luxury package ($3,490), DVD navigation ($1,800), six-speed automatic DSG® transmission ($1,075), Dynaudio® sound system ($1,000) and park distance control ($350) for an as-tested price of $38,465.

2007 Volkswagen Eos Pictures and Wallpapers

Click to watch a video of the Eos' top in operation - side view (1:01)
Click to watch a video of the Eos' top in operation - rear 3/4 view (0:56)

Review written by: Jeffrey N. Ross
All photos and videos copyright Jeffrey N. Ross/Autotropolis.com © 2008

2008 Volkswagen R32 Review | New R32 Reviews | Volkswagen Hatchback Review

Jeffrey Ross — Mon, 17 Mar 2008 18:29:00 GMT

The 2008 R32 is a limited-production, high-performance hatchback from Volkswagen. VW reintroduced the R32 for 2008 with stunning looks and all-wheel drive to complement the high-revving, powerful V-6 to go up against the ever-growing number of pocket rockets. Keep reading below for a full review on the 2008 Volkswagen R32.

Ever since we handed over the keys to the WR Mica Blue 2008 Subaru Impreza WRX STI back in February, we’ve been itching to get behind the wheel of two of its main competitors: the Mitsubishi Lancer Evolution X MR and the Volkswagen R32.

Recently, the latter showed up at our doorstep in shade of red that proved to be very attractive to surrounding drivers (not to mention those in sport compacts) with an exhaust note throaty enough to make any automotive enthusiast green with envy.

Following a popular run in 2004, the R32 returns for its 2008 encore sporting all-new looks and Volkswagen’s trick, fun-to-drive six-speed dual-clutch automatic transmission. Available only as a two-door hatchback, the 2008 Volkswagen R32 will be limited to just 5,000 units and a very short list of optional add-ons. The car’s namesake comes from the Racing 3.2-liter engine mounted under the hood.

Comparing the Evo, STI and R32 to their base economy car counterparts, it’s easy to see that the R32 has very subtle exterior modifications separating it from the Rabbit. In no way does that mean the R32 is any less imposing at traffic lights.

From the front, the R32 varies from the lesser Rabbit and GTI using a deeper front fascia with large air inlets and highlighted by a large brushed aluminum grille and chrome “R32” badge. The Bi-Xenon headlamps use a black background to provide a menacing glare, while the lowered stance, 18-inch wheels and dual chrome exhaust outlets centered in the rear fascia ensure that nobody will mistake it for the Rabbit. Four exclusive exterior colors further distinguish the R32 with ours coming in Tornado Red.

When discussing performance cars, or even German performance cars for that matter, most people usually don’t think about Volkswagen vehicles. The 2008 R32 should change that.

Performance is the R32’s forte and the 2008 model doesn’t disappoint. While the Evo and STI sport four-bangers on turbo-spooled steroids, VW opted to give its jackRabbit the same 3.2-liter VR6 as the Audi TT and Porsche Cayenne putting out 250-horsepower and 236 lb-ft of torque. On paper, the lack of turbo is apparent giving up horsepower and torque to both of the above mentioned sport compacts. Fortunately, the VR6 is capable of some high revs with peak horsepower coming at 6,300 rpm, without the turbo lag normally associated with the performance-enhancing exhaust turbine.

Some sports car enthusiasts may balk at VW for the lack of a manual transmission in the R32, but we quickly found out that this transmission allows for just as much of an ear-to-ear grin upon acceleration as the STI. The six-speed automatic Direct-Shift Gearbox (DSG®) provides faster and more efficient shifting by preselecting the next gear without the loss of rpm or speed – essentially combining the best aspects of manual and automatic transmissions into one unit. Increasing the fun in the R32, the driver can choose from either a sport mode or Tiptronic® mode. Tiptronic® allows the driver to manually upshift or downshift using the paddles mounted on the back of the steering wheel (or the gear selector), while the sport mode is fully automatic and holds each gear longer helping to increase rpm and acceleration.

Performance for the 3,547-pound R32 was pretty close to our expectations, but not really where it needed to be. Our best 0-60 mph time was in Tiptronic® mode at 5.9 seconds - more than a second faster than regular automatic mode, but still a half second slower than the STI we tested.

Improving the R32’s handling and cornering capabilities are sport-tuned suspension and brakes in addition to VW’s 4Motion™ All-Wheel Drive system that can deliver up to 100 percent of the engine’s torque to the rear tires, when necessary. Highlighting the performance brake system are the blue-painted brake calipers, exclusive to the R32, that grab the four-wheel, vented disc brakes. Helping to keep the R32 safe in the corners are advanced Electronic Stabilization Program (ESP) and Electronic Brake-pressure Distribution (EBD). For a more enhanced driving experience on the track, the ESP can easily be switched off.

Inside, the R32 basically shares the interior with the latest GTI with the main difference being the front sport headrests and alloy foot pedals featuring “R” logos and the brushed-chrome dash inserts. While the dash inserts seemed to be inspired from late-1970s Pontiac Firebirds and were our only complaint about the interior, we simply loved the three-spoke, leather-wrapped sport steering wheel. The steering wheel’s squared-off bottom made the R32 feel similar to a Le Mans-style racecar and housed stereo and multifunction controls, as well as the Tiptronic® paddles on the back.

Filling the 14.5 gallon fuel tank with premium gas may sting a little these days, but the R32 gets respectable fuel economy attaining 21 mpg in the city and 28 mpg on the highway.

The 2008 R32 comes with a base MSRP of $32,990 (a base Rabbit goes for $15,600), but with such limited production planned, dealerships will probably tack on a couple thousand dollars worth of “dealer fees.” Our test model was equipped with the only option available on the R32, a DVD Navigation system that features a built-in iPod adapter under the center armrest, raising the total price to $35,430 (including the $640 destination charge). While this may seem a bit pricey for a subcompact, the R32 is not your average subcompact, and VW should have no problem finding homes for the 5,000 R32s it will sell in the U.S.