The Truth About Cars » Diesel The Truth About Cars is dedicated to providing candid, unbiased automobile reviews and the latest in auto industry news. Tue, 15 Jul 2014 13:19:48 +0000 en-US hourly 1 The Truth About Cars is dedicated to providing candid, unbiased automobile reviews and the latest in auto industry news. The Truth About Cars no The Truth About Cars (The Truth About Cars) 2006-2009 The Truth About Cars The Truth About Cars is dedicated to providing candid, unbiased automobile reviews and the latest in auto industry news. The Truth About Cars » Diesel Kia Eyeing Diesels For U.S. Market Fri, 11 Jul 2014 15:20:45 +0000 TTAC-2014_Kia-Soul-SX-Luxury-white-front-450x288

Kia is apparently looking at expanding into the niche diesel market in the United States – but not just yet.

Speaking to Just Auto, Kia’s Orth Hendrick, who is VP of Product Planning, said

“The problem right now is that there are different emissions standards in Europe and the US, which means we would be faced with different after-treatments, and that makes it very expensive…But with EU6 in 2017-18 there would be the same standards in both Europe and the US, and that gives us a better chance.”

Now, the question is, what will be Kia’s first diesel? If I had to place a bet, I’d say the next-generation Soul.

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FCA Is Hungry For Diesels Mon, 07 Jul 2014 15:22:44 +0000  
2014-Ram-1500-diese-logo-450x337Fiat Chrysler is hungry for more 3.0L VM Motori V6 diesel engines, but capacity constraints are limiting how many engines can be allocated for North America.

VM Motori, a subsidiary of FCA, can build about 100,000 V6 diesel engines, with about half of those destined for North America. The V6 is offered in both the Ram 1500 pickup as well as the Jeep Grand Cherokee.

But a report in Automotive News paints an interesting picture of the demand for the V6 in each vehicle. The take rate for diesel Grand Cherokees has leveled off at about 8 percent, or 15,000 units annually.

By contrast, Ram boss Reid Bigland claims that

“We got well in excess of 10,000 orders in just the first few days that we opened this thing up, and that ordering and demand has really sustained itself,”

According to Bigland, the EcoDiesel Ram 1500s spend an average of 13 days on dealer lots, versus 94 days for gasoline versions. A search of shows just 1,839 EcoDiesel Rams, but 3,907 Grand Cherokees, suggesting that the Ram (which sells in much bigger numbers) has a much tighter supply of their oil-burners.

Even so, Manley and Bigland denied that they are horse trading over diesel allocation for their respective brands.

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Next-Generation Jeep Wrangler To Take Fight To Soft-Roaders, Hold Rubicon Mon, 07 Jul 2014 12:00:13 +0000 5-2013-wrangler-rubicon-10th-anniversary-anvil

With more SUVs preferring the high street over muddy, rocky trails, Jeep boss Mike Manley plans for the next-generation Wrangler to better compete against these soft-roaders while still maintaining its Rubicon cred.

Automotive News reports Manley’s plan to include “continued improvements of the powertrain package,” which may mean being fitted with Chrysler’s eight-speed automatic and either a smaller gasoline engine than the current 3.6-liter V6 or a diesel like that found in Ram’s 1500 EcoDiesel.

Regarding weight, Fiat Chrysler Automobiles CEO Sergio Marchionne believes aluminium would be another key ingredient in not only bringing down weight, but improving fuel economy on top of the aforementioned powertrain upgrades.

As for the solid front and rear axles that give the Wrangler its off-road prowess to compensate for increased weight and rougher highway travel, Manley didn’t say whether or not they would stay for the next generation of the iconic vehicle — due sometime in 2017 at the earliest — though he vowed Jeep would not “dilute what Wrangler stands for,” citing his killing of the two-wheel-drive Wrangler upon taking the brand’s reins.

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Capsule Review: Jeep Grand Cherokee EcoDiesel Sat, 05 Jul 2014 16:00:36 +0000 2014-Jeep-Grand-Cherokee-EcoDiesel-4

To most North American consumers, diesel is an exotic powertrain option, full of promise when it comes to torque and efficiency. It rarely delivers on the promise.

Based on our impressions of the Ram 1500 EcoDiesel, the same 3.0L V6 fitted to the Jeep Grand Cherokee seemed to be extremely promising – especially now that gas prices have spiked to record highs. But something was lost in the transition from truck to SUV.

The most jarring difference is the lack of smoothness that won us over in the Ram. The same engine that is nearly silent and effortlessly smooth in the Ram seems to have a much more audible, agricultural note, with inferior NVH characteristics. Somehow, the leisure-oriented SUV ends up feeling more like the work vehicle.

Diesel die-hards may shrug this off as panty-waist behavior from someone not used to compression ignition engines, but convincing customers to spend the extra $4,500 is going to be a tough sell for anyone who didn’t buy a diesel Grand Cherokee last time around. Especially when they hit the remote start only to be greeted with a school-bus soundtrack on cold starts.

That’s not to say that there are only drawbacks with the diesel. There is prodigious torque on tap (420 lb-ft, and 240 horsepower), and all that power is a great match for the silky smooth 8-speed ZF gearbox. Even compared to the 5.7L Hemi, passing is effortless at speed, while highway cruising tends to downplay the drivetrain noise. Only the woosh of the turbo is heard when you summon the prodigious twist of the VM Motori V6.

The rest of the car, like all Grand Cherokees, is superb. The steering has more feel than many passenger cars, while the air suspension gives superb ride characteristics on any road. I am on record as being UConnect’s biggest fan, and I can think of no better car to cover long distances in. Except for a gasoline powered Grand Cherokee.

Even though the EcoDiesel returned about 27 mpg (and that’s cruising at 75 mph with the A/C on – the EPA rates it at 28 mpg highway), I would find it hard to justify buying anything beyond the Pentastar V6/8-speed combo, similar to what Jack’s father bought.

If you are doing serious towing, or covering enough miles to justify the added cost of the diesel engine (and the higher resale value of the diesel should also help), then perhaps it makes sense. For myself, and many other consumers, the V6, V8 – hell, even the SRT – models will make more sense, given how quickly the higher trim level Summit models with the EcoDiesel can breach the $60k barrier.

As far as I’m concerned, the Grand Cherokee is still the best SUV on sale at any price. It has just the right mix of luxury, performance and discretion to be appropriate in any environment. The driving experience is more in line with premium European offerings than anything built by America or Japan. And given all this, I had high hopes for the diesel, and it did deliver on the promise of V8-like power with much better fuel economy. But I’m not sure it’s the all-purpose solution that many people were expecting. For me, that would be a nicely equipped Laredo with the gasoline V6.

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Don’t Hold Your Breath For A Diesel Jeep Cherokee Fri, 27 Jun 2014 12:30:44 +0000 550x365x2014-Jeep-Cherokee-001-550x365.jpg.pagespeed.ic.ku6Uutu7nr

The Jeep Grand Cherokee received a diesel option earlier this year, but don’t look for the Cherokee to get one any time soon – at least not in North America.

Speaking to Automotive News, Manley said that while the Grand Cherokee diesel take rate is about 8 percent, that number would have to increase before the Cherokee could get a diesel

“Cherokee is slightly different because of its weight and size. When I think about bringing Cherokee diesel here, I would like to see Grand Cherokee diesel get much higher than 8 percent…It would have to be in mid-double digits.”

While a diesel Cherokee likely has many fans on the internet, reality is more complex. A diesel Cherokee would have to sell in sufficient numbers to meet very stringent U.S. regulations, and would have to come in at a pricepoint that is palatable to American buyers. In the Grand Cherokee, the diesel carries a $4,500 premium.

There’s also the matter of capacity. With Jeep building about 250,000 units globally at its Toledo, Ohio plant, they may not have room to mess with the current model mix by adding a diesel. The Cherokee may not be tops on the compact CUV sales charts, sales are brisk and inventories are well controlled. Jeep is likely selling every Cherokee they can produce for the U.S. market, and a diesel may not be necessary – yet.

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Cadillac Won’t Give Up On The Dream Of European Success Fri, 27 Jun 2014 11:00:08 +0000 Click here to view the embedded video.

Despite a flimsy dealer network, a lack of diesel engines and a poisonous brand, GM still hasn’t given up on the idea of making Cadillac a global luxury brand that can sell cars in Europe.

Speaking to AutoExpress, GM President Dan Amman expressed his desire to sell Cadillacs in Europe, despite its past failures. Amman also tacitly admitted that Cadillac would never be able to become a high volume brand or take on the German luxury brands – despite the fact that Cadillac has nakedly chased them in their home market of America

“But in the long term there is a role for Cadillac in Europe. Is it going to be a high-volume contender in the medium to long term future? Probably not. But is there a role for something other than the three German luxury brands? I think there is…We’ve got to figure out what it is, what our portfolio is, a different value proposition. But trying to out-German the Germans will not be the path to success. We have to have a different proposition.”

With a skeletal dealer network, unsuitable product for European tastes and road conditions (no diesel options is a complete non-starter) and an undesirable brand, it’s worth asking, why even bother?  Cadillac sold just 430 cars in Europe in 2012, with sales peaking at 3,000 cars in 2007. The brand has 40 dealers on the entire continent, and with diesels accounting for a reported 80 percent of premium car sales, this looks like nothing more than a vanity project, with GM wanting to sell Cadillacs in Europe just to bring the fight to the Germans on home turf – similar to VW’s folly in going after premium cars with the Phaeton, because Daimler dared to launch the compact Mercedes A-Class. And we know how that turned out.

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Ford’s Got A (Focus) ST-D Fri, 27 Jun 2014 01:33:50 +0000 forfoc100


Ford’s Focus lineup has got an ST-D. D for diesel, that is.

The Focus ST Diesel gets a 2.0 diesel making 182 horsepower and an 295 lb-ft of torque. On the European cycle, it gets 64.2 mpg and emits 114 grams per km of CO2. 60 mph comes up in 8.1 seconds, compared to 7.5 seconds for the VW Golf GTD.

The gasoline powered Focus ST gets a new start-stop system, while both cars get an updated interior with Ford’s revised SYNC system.

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Ford To Debut Focus ST Diesel Mon, 23 Jun 2014 20:02:10 +0000 Click here to view the embedded video.

A new Ford Focus ST is set to be debuting at the Goodwood Festival of Speed this weekend.

In addition to a facelift (to better align it with the facelifted 2015 Focus), Just-Auto is also reporting that a diesel variant will be offered alongside the 2.0L Ecoboost engine. Any bets on whether it will arrive in North America? I’ll say “no”. The ST Diesel wagon is sure to be the new “most lusted after” hot hatch on the interwebs. You can bet on that.

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Nissan Aiming For European Diesel Van Fleets With e-NV200 EV Mon, 23 Jun 2014 13:00:16 +0000 Nissan e-NV200

Though diesel rules the delivery fleet in Europe, Nissan would like fleet managers to leave oil-burning behind for the all-electric e-NV200.

Automotive News Europe reports brand general manager for product strategy and planning Thomas Ebeling believes the EV would be a better fit over diesel power, thanks to 40 percent lower costs of operation and better handling due to the van’s low center of gravity and wider stance than the competition. The brand says 200,000 commercial vans are in service over European roads at present, and though it hasn’t offered how many e-NV200s will be sold to replace them, Nissan believes all of those vans are potential customers.

There are a few challenges to meeting that goal. For starters, the van is currently made in one location: Barcelona, Spain. Output is expected to reach 1,200 units in 2015 for the global market, 2,742 by 2020. Another factor is price: German fleet operators pay €16,480 ($22,418 USD) with tax for petrol versions of the NV200, and €18,390 ($25,017) for diesel power. The e-NV200, by comparison, would cost €29,819 ($40,564) with tax and battery purchase, though operators could also pay a monthly rental fee of €87 ($118) for the pack, dropping the price to €23,919 ($32,538).

The e-NV200 is already in showrooms in Italy, Portugal, Spain and the United Kingdom, and will arrive in Teutonic and Nordic countries later this summer before entering Japan in October. As for the United States, Nissan is currently conducting trial runs to determine market viability before deciding whether to bring the commercial EV to market.

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Reader Review: BMW 120d Tue, 10 Jun 2014 12:00:59 +0000 1280px-BMW_118i_Urban_Line_(F20)_–_Heckansicht,_10._März_2012,_Düsseldorf

Reader Antoun sends us this review of a BMW 120d rental car from his most recent trip to Europe. 

The BMW 120d is right at the bullseye of unrequited desire for – well, you, assuming you’re a compulsive reader of car blogs, where the irrationality of the wagon-on-stilts crossover craze and needlessly-complicated hybrid technology are well-worn topics. On paper, the 120d is the best of both worlds. To the performance junkie, it could be a sports car: rear-wheel drive, a touch over 3100 lbs of curb weight, and a turbo motor that kicks out 184 horsepower (measured in the Euro way, optimistic by US standards) and – get this – 280 ft/lbs of torque. Best of all, it can still be ordered with a 6-speed manual transmission and a real clutch pedal.

The 120d is also a practical five-door daily driver, with a reasonably sized and reasonably square cargo area accessible through a usefully yawning hatchback. At 170.2 inches long, it’s 4 inches shorter than an E36 3-series and a whole foot shorter than the current 3-Series.

So, is it the epiphany that internet forum-dwellers expect from the spec sheet? I spent ten days using a rental 120d for a variety of tasks, including carrying friends, family, and lots of luggage back and forth from train station to hotel. Several of our guests were of the occasional-traveler variety, with all of the ill-advised and oversize luggage choices that implies. We never ran out of room. A US-spec 1-series coupe would have had us running for a roof rack and ratchet straps.

I also spent time schlepping up the A1 highway between Rome and Florence with a fair number of detours to Tuscan towns on Italian country roads.

The local Italian drivers seem to always have their personal mannetinos set to “corsa” – Italian driving has less in common with an American commute than with the chaotic 3rd hour of a 24 Hours of Lemons race. In that context, the 120d’s chassis was a welcome dance partner, nice enough to make enthusiasts of 1990s BMWs quit kvetching. On both highways and bumpier secondary roads, the ride had the suppleness you would expect of a much larger car. Importantly, this car came with Bridgestone Turanza 300ER tires, which in this application are not of the run-flat variety. This takes a lot of the high-frequency jitteriness out of the ride when compared to the US-spec 3-series. It rolls much less than you’d expect given the compliant ride, and never seemed to run out of suspension travel. The car will hold a line through corners without getting unsettled by bumps, camber changes, or changes of elevation. It’s adjustable, albeit within narrow limits: the rear end will wiggle a bit if you are aggressive with the gas pedal in 1st or 2nd gear, but it never seems to step out at a massive angle despite all that torque. Overly-aggressive entry speeds will bring understeer, but the front tires never wash out to the “uh-oh” point, even with the stability control turned fully off.

What the 120d lacks is ultimate grip. Those Bridgestones are only 205/55-16s and designed for low rolling resistance – so if you’re looking for a mini-M3 this isn’t quite it. But the predictability of the chassis setup makes it a great tool for covering unfamiliar ground quickly, and the process is definitely fun.

The brakes – very important in Roman traffic! – are also fantastic. They have lots of feel, are easy to modulate, and able to brake beyond the limits of tire grip. On mountain roads of the variety that car commercials sell you, we never felt fade, even when loaded up with 2 people and lots of luggage.

One downside is the steering. The steering has moved to an electromechanical system with this generation of 1-series, but – surprise! – feedback is not really the issue. Yes, it lacks the kick and fizz of an E90’s wheel, but it gives more feedback than the current 3-Series and a lot more than an Audi A3 or A4. The real issue here is that the steering is weirdly non-linear: dead right on center, then responsive, then slower toward the end of the lock. The net effect is that it’s hard to steer smoothly, particularly into longer faster bends. When driving an unfamiliar car in the cut-and-thrust of Roman ring road traffic, hilarity and head-tossing ensue.

The interior was very familiar to those who have ridden in a modern BMW. Finely-grained plastics and rubber-coated knobs and buttons are all nice to touch. The cloth seats were ridiculously good, as comfortable as the more-bolstered Sport seats that BMW fits. For me, the seats fitted to non-Sport-package US BMWs usually don’t have a long enough bottom cushion to be supportive, but these seats had no such problems. 3- and 4-hour stints behind the wheel were pain-free.

So the car has a lot of the known BMW virtues, with a bit more old-skool BMW-ness than you might expect. What about that forbidden-fruit motor, so tempting to car guys trapped in the Garden of CUVs? It’s a turbo 4 with all the modern electronics that BMW can put an InterCapped marketing moniker on (TwinPower, EfficientDynamics, etc). Whoever tuned the exhaust deserves a promotion: from inside the car you hear a silky and deep-throated thrum that sounds nothing like the Cummins in a half-ton truck. Fans of Volvo red-block motors and 5-cylinder Audis will find this engine sounds familiar. More importantly, it felt at least as smooth, and maybe smoother, than the Audi TDIs that are this car’s natural showroom rival. With the windows rolled down you hear somewhat more rackety diesel noises, but in a world where direct-injection gas motors are fairly clickety-clackety, this engine sounds good.

The upside to this motor is the massive torque, and the price you pay for it is the narrow powerband. It has some turbo lag below about 1400 RPM, and runs out of breath noticeably at 4500 before redlining at 5500. In between – which, let’s face it, is where most real-world driving happens – the car feels revvy and eager. It’s got enough torque to lug around in 3rd gear all day long without feeling flat-footed. BMW says it goes from 0-60 in 7.2 seconds, and I don’t doubt it, but in the midrange it feels more like a low-6-second car. The disappointment here is that right at the point on the tach where you expect a BMW to take a deep breath and start charging harder, in the 120d it’s time to upshift.

And since you’re using that gearshift often enough to star in your own personal remake of BJ and the Bear, you will quickly come to find that it’s engineered for low NVH rather than a positive feel. The side-to-side action is well-sprung and pleasantly mechanical, but sliding the lever forward or back into gear is uncomfortably rubbery. There’s at least a half-inch of additional squishy action after the lever is actually in a gear. It takes some of the tactile joy out of driving the car fast on twisty roads. But the clutch takeup is perfect and the shift action is nothing a short-shift kit couldn’t fix. I’d still choose the manual over an automatic.

Our rental was the Unique trim level. A little irony, that: there’s nothing unique about yet another silver BMW with a black interior. Apparently this trim level gives you additional electronic and power toys (USB and phone jack input, Bluetooth, power seats) without going all the way to the expensive navigation system. iDrive is there, now with slightly flashier graphics and less infuriating user interface. If you like your cars to have a blinky screen on the dash, then you’ll probably think this one is okay, but not quite as great as a full-lux Audi MMI. If you’re old enough that your perception of “luxury” has nothing to do with accessibility to your Twitter feed, then this car’s interface will be perfectly adequate.

After nearly 1000 miles, I came to think that this car would be a perfect daily driver, in a way that our US-market 1-series, with its less practical coupe-only body style, wouldn’t be for most people. Prices are notoriously difficult to compare across continents, but in the UK it’s about 15% cheaper than an X1 crossover with the same engine. It gives up 2 inches of rear legroom and 10% of its cargo space compared to the X1, a difference that solo commuters and families with baby-seat-age kids might never notice.

I also came away thinking that the car would be even more of a driver’s car with more power at the top end of the rev range, like you might get from oh, say, a gasoline-fed inline-6. It’s not surprising that the M135i version of this hatchback, powered by the same 300-horse turbocharged motor found in our US-market 235s and 335s, has been a darling of the European press.

Here’s the kicker, though: We used only one and three-eighths of a tank of gas, over the course of a 1000 mile trip. We averaged over 55 MPG according to the trip computer, slightly above the car’s UK urban rating of 53MPG and well below its “extra-urban” rating of 69MPG. The M135i is rated at 27.4 urban / 35.3 extra-urban on the same UK rating scale. Would you give up 2000 RPM of powerband to get a 120d’s fuel economy? In hybrid-obsessed America, there is clearly a demographic that would. Are there enough of them to justify BMW’s cost to certify the motor in the U.S.? There is some astute spreadsheet jockey deep in the bowels of BMW’s product planning group who, I’m sure, knows the answer. The question, as always, is whether BMW’s U.S. product lineup reflects this spreadsheet jockey’s gimlet-eyed analysis of demand, or whether there is a truth that has not yet filtered up to the boardroom.

N.B. we are using a rights-free image due to a lack of original photography, hence the discrepancy between the article and the photo.

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Diesel Grows In Popularity Despite Price Fluctuations At The Pump Fri, 23 May 2014 12:00:32 +0000 2014-RAM-1500-Eco-Diesel-Exterior-001

Though diesel power is experience increased popularity among United States consumers, the wild fluctuations in the price for a gallon of diesel may put some potential oil-burner owners back on the gasoline bandwagon.

Detroit Free Press reports the price fluctuations are linked to circumstances unrelated to those affecting prices for gasoline. chief oil analyst Tom Kloza explains that part of the swings that occurred this winter was due to the similarities between diesel and heating oil in wide use throughout Europe and the Northeastern United States. Another factor was increased demand for natural gas, prompting utilities and businesses to use diesel to generate electricity. Those and other unnamed factors drove the global price for a barrel of diesel between $119 to $130 in Q4 2013 and Q1 2014.

As for the overall market, organizations such as IHS Automotive and Diesel Technology Forum expect adoption rates of 6 percent to 9 percent by 2020, compared to 3 percent of the U.S. market currently. In addition, some 40 new vehicles are expected to enter showrooms within the next two years, ranging from pickups and SUVs to compact cars.

Diesel’s new-found popularity in the U.S. and developing economies means the oil fuel is the most common around the globe, surpassing gasoline. In turn, refiners and governments will see more profit in production and taxation from diesel.

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2015 Volkswagen Golf Sportwagen Will Not Have AWD – Yet Tue, 13 May 2014 21:25:14 +0000 Golf SportWagen Exterior

Volkswagen officially announced their new 2015 Golf Sportwagen (nee Jetta Sportwagen) for the US market. And they’re still unclear about whether it will get 4Motion AWD.

Despite rumors to the contrary, Volkswagen told TTAC that they are still “investigating AWD”. For now, FWD will be the only option, along with a 1.8T gas engine (with a 5-speed manual or 6-speed auto) or a 2.0 TDI with either 6-speed manual or DSG gearboxes. VW says that cargo space will rival many small SUVs, and now it’s up to all of you to buy them, rather than just let the internet know how great wagons are.

Golf SportWagen Trunk Golf SportWagen Interior Golf SportWagen Exterior


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Junkyard Find: 1980 Volkswagen Dasher Diesel Fri, 09 May 2014 13:00:38 +0000 24 - 1980 Volkswagen Dasher Down On The Junkyard - Picture courtesy of Murilee MartinThe original Volkswagen Passat, which was essentially an Audi 80, was sold in the United States as the Dasher. We saw this two-door diesel Dasher at a Northern California wrecking yard last year, then this first-cousin gasoline-burning ’75 Audi Fox a couple months back, and now we’re heading back to California for a super-rare four-door diesel Dasher.
02 - 1980 Volkswagen Dasher Down On The Junkyard - Picture courtesy of Murilee MartinThis car was slow even by generous 1980 standards, but diesel fuel economy must have made diesel VW buyers feel smart. I took my driver-training classes in a Rabbit Diesel, and I’m pretty sure the top speed of that car was about 52 mph.
13 - 1980 Volkswagen Dasher Down On The Junkyard - Picture courtesy of Murilee MartinThis car appears to have been driven down from Alaska, judging from the body rust, moss growing on the trim, and these parking stickers.
14 - 1980 Volkswagen Dasher Down On The Junkyard - Picture courtesy of Murilee MartinThe interior is packed with damp Alaska Airlines aircraft shop manuals, probably a couple hundred pounds of them.
15 - 1980 Volkswagen Dasher Down On The Junkyard - Picture courtesy of Murilee MartinI’m sure I could have picked up a Boeing manual for cheap or even free, but I decided that I’d be able to live without it.
09 - 1980 Volkswagen Dasher Down On The Junkyard - Picture courtesy of Murilee MartinWas it still running when it got scrapped? Who can say?
16 - 1980 Volkswagen Dasher Down On The Junkyard - Picture courtesy of Murilee MartinIt’s hard to use up a car this thoroughly.

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Volkswagen Delivers The Holy Grail With Golf SportWagen 4Motion TDI Fri, 11 Apr 2014 19:00:58 +0000 2015-Volkswagen-Golf-Sportwagen


This is Volkswagen’s Golf SportWagen concept, which the automaker will be bringing to New York’s Auto Show. The “concept” shown here is what we can expect when the car goes on sale in early 2015, save for two key details.

The upcoming Golf SportWagen is confirmed for the corporate 1.8T gasoline four-cylinder engine. This concept has a 2.0L TDI engine and all-wheel drive, satisfying the wishes of the Internet Product Planning Brigade by saving them from the horrific ignominy of having a front-drive, diesel wagon. And yes, it will have a manual gearbox and a DSG option.

Both the 1.8T and a front-drive TDI SportWagen seem like done deals. The prospect of an AWD version has been a long-standing rumor, with VW apparently looking at it as an alternative to the Subaru Outback.

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Ford, King Ranch “Brownout” the Houston Rodeo Tue, 25 Mar 2014 12:03:07 +0000

Perhaps you haven’t lived in a flyover state where brown leather gear dominates your town during Rodeo season.  While the Ford+King Ranch press release celebrating the 15th Anniversary of those famous brown leather pickups reached the autoblogosphere, only a local writer with an internationally known knack for automotive snark both finds the sweet mochalicious lede and refuses to bury it in the dirt.

And what does that mean?  You gotta click to find out.

I’ve been blacklisted (brownlisted?) from Ford PR events as long as I remember, but I attended this shindig via the King Ranch side of the Ford+King Ranch love fest.  So I donned my cheap cowhide boots, my thrift store boot cut jeans and herded the Duratec Ranger’s 150-ish horses to the Rodeo…pardner.


As the massive complex–housing the once amazing Astrodome—filled up, I noticed how this Rodeo’s grown in the last 10-20 years.  Ford’s booth hawked their latest wares much like any auto show, complete with a “media only” area for us bloggers, social media influencers and local autojournos. There was the new aluminum F-150, the new-ish Expedition and the current Super Duty…all in King Ranch guise, ‘natch.

And yes, the King Ranch is actually a famous Ranch, much like Bill Blass was a name on Lincolns attached to an actual person. They sold cowboy grade stuff nearby at their Saddle Shop at the Rodeo, too. But I digress…


So what does a native Houstonian think of the aluminum cage’d F150? Pretty cool inside and out, as their design/engineering embodies continuous improvement, even if the rig is far too big for its own good. The doors close with less vault-like heft of the last-gen steel body, but it still feels great. And even the door card is all kinds of broughamy from the days of Ford LTDs with covered headlights and Ghia-clad Granadas.


Now, even more than before, Ford’s take on the American Workhorse is the unquestioned Audi of Pickups.


The new Expedition is a modest evolution, lacking the “WTF” face of the Tahoe’s buzz saw headlights. Its refined snout is a pleasurable throwback to the beard trimming grille of the UR-Fusion.

The hallmark all-wheel independent suspension and the massive fold flat 3rd row seat still bowl me over: shame on GM for not following suit.  But the interior feels distinctly cheap compared to the F-150. But every Ford product takes an R&D back seat to the almighty F-series, right? #pantherlove



The Super Duty (ever present on the Rodeo’s dirt floor) has a new oil-burnin’ motor for 2015, but the stuff you can touch looks about the same.  The new-ish center stack loaded with SYNC looks functional enough, but again, the interior lacks the refinement of the F150.  Ditto the exterior.  But the King Ranch trimming in all three models drove home the fact that this is the brownest lineup in the car biz. Or at least the truck biz…and it’s been that way for 15 years now?

And, as a founding member of the Brown Car Appreciation Society on Facebook, a tail-wags-the-dog group that made brown as “important” as diesels and manual transmissions to auto journos and to the PR flacks that do anything to get their attention, it’s nice to believe our mission adds to the King Ranch’s reach. Because brown makes the King Ranch a cut above, even if the leather isn’t as buttery soft as before: hopefully the lack of tenderness means it’ll hold up better than older models.

Ford also had a brief presentation, after most guests Frank Bacon-ized themselves with free food/booze in the luxury suite.  Succumbing to the urge I felt in 2011 when buying my Ranger, I asked the Ford F-series rep why Dearborn talked me out of an F-150 by making it impossible to configure what I wanted: a regular cab, XLT, short bed, 4×4, limited slip differential with the 6.2L Hurricane-Boss V8.  You know, a Ford Tremor without the poseur trim, the tacky console and a half-ton of big block V8 instead of that funny soundin’ EcoBoost motor.

The rep went into some detail about the cost-benefit of offering everything under the sun (a fair point for any corporation, to some extent) and then threw me a bone:

“You definitely know what you want, maybe we can accommodate you in the future.”

So if the BOSS V8 ever shows up in some twisted FoMoCo homage to the GMC Syclone…well…YOU ARE WELCOME, SON. For now, enjoy these chocolatey photos showing a time when Ford, King Ranch and a lot of brown joined forces to impress rodeo-going pistonheads.



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Hammer Time: The Third Set Wed, 19 Mar 2014 17:16:43 +0000 shoot1

“Gimme Carter!!! Gimme Carter!!!”

“You can have him!” My brother Lewis, a lifelong conservative was watching me, a hyperactive  six year old, pointing eagerly at our home’s only TV.

“I’m voting for Reagan.”

“Pa-tau!!1 Pa-tau! To a 1st grader’s ear, the word Reagan sounded just like “Ray gun”. And for all I knew, Carter and Reagan were locked in some Star Wars parallel universe fighting each other for control of the presidency.

Lord knows that 34 years later, I would need every single ounce of that youthful imagination to get through a day long movie shoot.

My wife and I always try to spend one day out of the month together. No kids. No work responsibilities. Just the privacy and solitude that comes with two people who are well-matched in what has become a picky, picky world.

She wants to get back into the film and video world, part-time, and so I took it upon myself to get two vehicles that would be a good fit for that elusive older car that looks neither brand new nor decrepit.


The 1980 Cadillac Seville that I mentioned last week was the optimal fit for this journey.  Black on black. Perfect leather seats. A little bit of wear. But not enough to make it look like anything more than a five year old car for the one to two seconds it would wind up on film.  After I put in a new master cylinder and properly bled out the brakes, it was good to go.

The second car was a more interesting case. I had sold a 1983 Mercedes 300D Turbodiesel to a fellow that I thought was a hardcore Mercedes enthusiast for all of $1700. I only made about $400 out of the deal. But I always take personal pride in making sure older cars are given to true enthusiasts. Instead of chucking it to someone looking to donate a car to the human hurricane within their family.


I got a great deal on that old Benz and in turn, left nothing to chance. New filters, fluids, brakes, two new tires. I spent about $300 prepping it for sale in parts and sold it to a guy who I thought would do a good job keeping it.

The good news is he didn’t abuse it. The bad news was that I couldn’t find out whether he took the lease amount of effort of changing the oil.

He said he did it recently. But a quart low already? The alignment is off? And that inner-tie rod end needs to be replaced? Mother of pearl!

A friend of mine who works for Porsches and Maseratis decided to give me the full-report on it while I handled the Cadillac.  The Cadillac was flawless. The Mercedes? Still tight. Just minor stuff…

“You’re getting picky-picky with this one Steve! Damn things old enough to be a Grandma in Alabama.”

“My wife wants to drive it out to a movie shoot. She hates big cars. So I’m gonna be drivin’ out the Caddy.”

“Get her an Impala or a Malibu instead Steve. I hate the smell of this diesel…$^^%$!!!”

My wife came by with her 1st gen Prius, and after I spent over ninety-five dollars filling the two vehicles up, we headed straight for Conyers, Georgia. A small town located somewhere between civilization and Deliverance.

Click here to view the embedded video.

The drive was the usual homicidal freakshow that is Atlanta traffic.  Folks don’t use their turn signals. Cell phones are surgically attached to most commuters, and two people driving 65 mph are justifiably banished to the right side of the freeway where they belong.


The Cadillac was just majestic. GM ‘s styling may have been a bit off the mark for this generation of Seville. But the 6.0 Liter Cadillac 368 engine was just perfectly matched to this particular generation, and it’s a shame that GM decided to off it after only one year for their diesel and 8/6/4 abominations. As for steering and handling,  you can do the same exact one finger cruising with this car that you can do for nearly any good Lincoln or Cadillac of days gone by… and it’s easier to drive than the Mercedes.


The Mercedes was meh. A 300D is expected to be infinitely higher in decibels than an old school Caddy and, even for the time, it wasn’t quite a luxury car.


I will admit that the material quality alone is easily a parallel universe beyond the Cadillac.  All the fake wood and cheaper vinyl of the Cadillac pales to the glory that is the W123′s design and engineering excellence.

That difference though is eliminated once you turn the key.

For the experience that is daily driving through a busy metropolitan area, I preferred the Cadillac. It has enough luxury to keep you isolated from the rampant vehicular stupidity that surrounds, you while allowing the driver to hear the smoothness of a big Detroit 6.0 Liter V8 over the 3.0 Liter clackety-clack-clack of the Mercedes. This noise difference is especially noticeable during the interminable traffic jams that happened on the ride back.

We didn’t hit anything other than air molecules for this first 35 miles journey. We arrived early. Just in time for the most important event for movie extras between the waiting and the shooting.


The eating. Lunch for a successful TV program is a true wonder to behold, and since there were only a few extras for this show which we’ll assume is called, “Go And Throw Ice At The Devil!”. Since there were only two of us at the time, we were spared of the usual culinary segregation and got to eat with the cast and crew.

I saw a familiar face as soon as I got out of the Seville. “Steve! I miss that old yellow pickup truck!”


“It’s down the street from me. The guy is using it for his lawnmower repair business.”

“He’s not restoring it? Damn! I wanted that thing.”

“I’ve been to his house. The family doesn’t believe in anything after 1984. He spent an hour going through the truck and it’s now the ugliest good running truck in town. ”

Brando and I caught up on life, and my wife caught up on crossword puzzles. At least until the opening shoot.


It was supposed to easy. The main character leaves his driveway in some Grizwold 1970′s woody wagon. My wife’s car goes straight past. The Caddy turns right, a Ford truck turns left, and a Triumph TR6 idles away at a stop sign.

Sounds easy enough? Not when you don’t have enough walky-talkies.

We did the shot 16 times. 16 TIMES! And every time I did the shoot, I got an unwelcome surprise.

The police officer blocking off the road I turned into decided to change his cruiser’s parking position after each shoot. Why? I have no idea. His vehicle wasn’t even in the camera shot. But sure enough, every single time I made that turn, I found myself performing another new and exciting three point turn with a 34 year old Cadillac.

“Ka-thunk! Ka-thunk!” Asthamtic sounding acceleration back to position. Then wait….


I also discovered something else. Black on black plus even a 70 degree time will equal about 90 degrees inside one of these things. The A/C worked, thanks to the prior owner who converted it into R134. Unfortunately the director wanted the vehicles to idle at all times. So we likely wasted about $30 worth of gas in the shooting process.

None of the cars broke down or even overheated. However the Triumph had more blue smoke than anything I had ever seen that didn’t already have a two stroke engine in it. I’m willing to bet that the thing was dirtier than any old scooter you can find… but it ran. That vehicle was a bit rough around the edges. But this gorgeous Riviera helped smooth out the line-up that day.


After the shoot, we had dinner and then… a holding cell. No joke. The extras had to stay four abreast in a 2 foot by 10 foot room with no nuttin’ for two hours.


Conversation, yes. Smartphone? Wonderful! A TV? Surely, you’re joking Mr. Feynman.

Once the clock struck exactly 8:48 P.M. we were out on parole. No overtime this time. Brando signed us out and we quickly made a 37 mile skedaddle towards the north Georgia woodlands we call home.

Will we do it again? Probably. However, Georgia weather is rather nasty and brutish during the summer time. A Malibu with light colored cloth and a snow white exterior may be the perfect match for the next set.


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Review: 2014 Opel Astra Manual Diesel Wagon Mon, 10 Mar 2014 12:00:16 +0000


Recently, Mark Reuss told media that he would like GM to have an American wagon. If this happens, the prime candidate is the Chevy Cruze Wagon, which already exists – and is also offered with diesel engine and manual transmission. But what if GM wanted something more upscale? What if Reuss’ dream wagon is meant to be a Buick?

Several cars in the Buick line are siblings to European Opels (or Vauxhalls, in Great Britain). Two of them are also available as wagons – the Insignia Sports Tourer is basically Buick Regal Estate Wagon, and the Opel Astra Sports Tourer would make, with some re-badging, a nice Buick Verano Estate Wagon. The Astra/Verano is probably the better candidate for the American wagon, since it’s almost as roomy inside as Regal/Insignia (with seats folded flat, it actually has more cargo space), and is significantly cheaper.

Why not go all the way, and make it a sporty diesel, manual wagon. Last year, the Astra’s engine line-up was enhanced by addition of the 190hp 2.0 CDTI Biturbo version. Actually, it’s more than just an engine option – Biturbo comes as  a separate equipment level, somewhere half-way between ordinary Astras and the full-on sporty OPC version. It doesn’t have the same clever Hi-Per strut front suspension the OPC and GTC (that’s the three door hatch coupe version), but it’s been lowered, fitted with stylish 18” wheels and dual exhaust tips, special seats and a trick front spoiler.

The core of the Biturbo package is the engine. Two-liter diesel plant with common-rail direct injection offers some 190 horsepower and 235 lb-ft (320 Nm) sent to the front wheels through the six-speed manual gearbox. That puts the Astra Biturbo right on the border of the diesel hot hatch/hot wagon territory – but the Biturbo is not nearly so ostentatious. In fact, seeing that it’s not called the “OPC diesel”, it seems that Opel really wanted it to be more of a fast GT than a realy sports wagon.

The Biturbo’s exterior is quite restrained – no wings or flares or vivid paint to tell everyone you bought “the fast one”. Thanks to the slightly different front bumper, large (and really pretty) wheels and lowered ride height, the Biturbo looks more handsome than “ordinary” Astras, but unless parked beside one, most people will never notice why it even looks different. They’ll just like it a bit more than they usually like Astras. It makes for a wonderful sleeper.

Once you open the door, things change. The seats with red highlights and a silly “tire tread” motif seem incongruous with the discreet exterior. And I suspect that older people will have slight problem getting out of the front ones, since they’re really heavily sculpted.

But as the driver, you will probably love them. They offer lots of support, and even the base version is widely adjustable (you can add more adjustment as an option). I would really like to have an adjustable headrest, as it was too much forward, but overall, the seats are nice. And it gets even better once you reach for the wheel. The fact that it’s adjustable both in rake and reach is pretty much normal these days, but most cars are lacking in the range of adjustment. If you like to sit in the “proper” position, with the steering wheel high and close to your chest, and the backrest as vertical as you can bear, you run into all sorts of problems – usually with not enough range. In the Astra, it took me just a few moments to find a nearly perfect driving position. And the steering wheel’s thickness and diameter was spot-on as well, although the shape was not. I have never understood what was wrong about steering wheels being round… this ain’t no racecar, dudes!


Remember everything you heard about the modern diesels being so refined you hardly even know that you’re not running on gas? This is not the case, even though the Astra uses a very sophisticated common-rail system. The Biturbo two-liter may sound more refined than the old N/A plants from W123 or W124 Benzes, but it isn’t that much quieter.

Shifting into first brings much more positive thoughts. The shifter action is light and quite precise. Maybe not the best in the business, but certainly pleasant to use. Leaving the parking lot, you notice the first difference between the Biturbo and ordinary Astra, in the form of loud scratching sound when the front splitter hits the ground for the first of many times. In the beginning, you drive slow and carefully to prevent this from happening. Then, you realize it’s pointless exercise and just wonder when you’ll rip it off (as I found out later, Opel employees bolted the splitter to the bumper to prevent journos from losing it somewhere).

From a European perspective, the Astra feels massive inside. Compared competitors like the Ford Focus or Renault Mégane, it seems to be just so much bigger – which gives you a feeling of safety, but also makes parking quite tricky. If you’re buying one, don’t forget to add both front and rear parking sensors, or, better yet, a back-up camera.


I may have criticized the Tesla Model S for having no tactile controls, but the Astra is at the other end of the spectrum. There’s incomprehensible sea of buttons, captioned with confusing acronyms. If you’re new to the car, you will be hopelessly lost. I did find myself acclimating to this layout as I drove it, but I’d be worried if that didn’t happen.

Quibbles aside, the Astra is a nice car to drive. Even with the Biturbo’s stiffer suspension and on large 18” wheels, it’s reasonably supple. Hit the sport button and you’re treated to less steering assistance, quicker accelerator response and the red glow of the instruments – of, and the adjustable dampers firm up, making the ride a bit more brittle. Luckily, you can disable any of these. I really hated the red instruments.

While most of the diesel hot hatches seem stuck on getting the best Nurburgring lap time – and suffering for it in the real world- the Astra feels more grown-up, more comfortable . On our drive into the twisties, with sport mode on and the radio turned down, the Astra delivered a competent, but not exactly exhilirating performance. Handling was fairly neutral, even with the heavy diesel engine up front. Like most modern racks, the steering has a bit of a dead-zone on-center, but it’s well weighted. The clutch and gear change are all nicely done.

But American wagon enthusiasts need to temper their expectations. This is not a fiesty hot hatch like the Focus ST. It feels much more like a GT, at home on highways rather than back roads, and all its heft – perceived or real (it weighs about 3700 lbs) makes it feel like it was meant to be a Buick from the beginning.

The only trouble is that once you get to cruising speed and the engine noise fades into background, it’s replaced by even more unpleasant road and aerodynamic noise. At typical A-road speed of 50-70mph, it’s a bit annoying, but not terrible. At highway speeds of 80 or 90mph, it starts to bother you. And if you’re in the hurry and try to keep the Astra at 110-120mph, it’s hard to even listen to the radio.

Fuel economy is one area that doesn’t disappoint. At a typical relaxed pace (55-60mph on major roads), the Astra can get over 40 mpg. And only when driven really hard in the twisties, with the pedal to the metal on each and every straight and the speedo needle sometimes nudging 100mph, it barely gets under 20mpg. High-speed, cruising with speeds in the triple digits brought similar numbers.


 But, would the diesel Verano (GSD, maybe?) be a good car for America? I’m not sure. First of all, the economics for a diesel passenger car rare make sense with fuel prices so low (yes, I know, resale and all that matters too). And as much as North Americans may fetishize the idea of a diesel performance wagon, I’m not sold on the tradeoffs in refinement that the Biturbo Astra requires. In Europe, this car costs as much as a Ford Focus ST wagon, which is much faster, much more fun and not much worse on fuel when cruising on the highway.

But if you’re really hell bent on getting a diesel, manual wagon, this would be a nice choice.

@VojtaDobes is motoring journalist from Czech Republic, who previously worked for local editions of Autocar and TopGear magazines. Today, he runs his own website, and serves as editor-in-chief at After a failed adventure with importing classic American cars to Europe, he is utterly broke, so he drives a borrowed Lincoln Town Car. His previous cars included a 1988 Caprice in NYC Taxi livery, a hot-rodded Opel Diplomat, two Dodge Coronets, a Simca, a Fiat 600 and Austin Maestro. He has never owned a diesel, manual wagon.

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Geneva 2014: Ford Focus ST Gets Diesel Variant Wed, 05 Mar 2014 15:48:18 +0000 450x278x2014-Ford-Focus-ST-Exterior-450x278.jpg.pagespeed.ic.bgHJlXRdKP

With the Ford Focus ST due for a mid-cycle refresh in Europe, Ford apparently announced a diesel version of their hot hatch at a dinner after Day 1 of the Geneva Auto Show.

AutoExpress reports that the oil-burner will be powered by a

a 2.0 TDCi engine, the diesel ST will have 182bhp (1bhp more than the GTD) and cover 0-62mph in eight seconds – 0.5 seconds slower than the Golf. CO2 emission will be 114g/km, while the chassis will get the same suspension and steering tune as the petrol-powered Focus ST. A ‘heavily revised steering mount to reduce wheel hop and eliminate steering thump’ has been added, along with new wheels and tyres and further tweaks to improve steering feel. 

Photos of the new ST have not been released yet.

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Geneva 2014: Jeep Renegade Live Shots Tue, 04 Mar 2014 15:29:11 +0000 Jeep-Renegade-23


Our photographers bring you live shots of the Jeep Renegade on the floor at Geneva. They even took snapshots of a Diesel Trailhawk, the best combination that we won’t get in North America. Gallery after the jump.



Jeep-Renegade-01 Jeep-Renegade-02 Jeep-Renegade-03 Jeep-Renegade-04 Jeep-Renegade-05 Jeep-Renegade-06 Jeep-Renegade-07 Jeep-Renegade-11 Jeep-Renegade-12 Jeep-Renegade-13 Jeep-Renegade-14 Jeep-Renegade-15 Jeep-Renegade-16 Jeep-Renegade-17 Jeep-Renegade-18 Jeep-Renegade-19 Jeep-Renegade-20 Jeep-Renegade-21 Jeep-Renegade-22 Jeep-Renegade-23 Jeep-Renegade-24 ]]> 45
Next Generation 2016 Toyota Tundra To Share 5.0L Cummins Turbodiesel with Nissan Thu, 13 Feb 2014 14:02:16 +0000 983587_10151548891138579_994498399_n
WardsAuto reports that the next generation 2016 Toyota Tundra pickup will receive the Cummins 5.0L V8 turbodiesel for 2016, the same engine that will be powering the next Nissan Titan pickup, due for 2015. While Toyota had been working on a diesel engine with Hino, Toyota’s heavy-truck division, the economic crash of 2008 shelved the plans. With new found interest in light diesels and the new Ram EcoDiesel leading the way with favorable reviews and excellent fuel economy, Toyota looks to jump quickly into the light diesel truck market.

The new Cummins 5.0L V8 turbodiesel is confirmed to produce 300 hp and 500 ft lb of torque in the Titan, so we can expect similar numbers for the Toyota. Not only does this engine produce more torque than any gas motor in a light duty pickup, but even tops the Ram EcoDiesel’s 420 ft lb, making it the most powerful torquiest engine offered in any light duty pickup. This is a a strong move for Toyota and Nissan, possibly helping to bridge the gap between their half-ton pickups and Ford, GM and Ram’s heavier duty 3/4-ton pickups; an area where neither manufacturer currently offer a product.

Both Toyota and Nissan would like a larger chunk of the U.S. light truck market, which last year moved over six million trucks through dealer lots. For 2025, CAFE standards push for a fleet target of 54.5 MPG, making a fuel efficient diesel a necessity for Toyota. The Cummins is thought to a stop-gap for Toyota, as they reconsider their in-house diesel engine produced by their heavy-truck arm, Hino Trucks.

The 2008 economic crash was truly a game changer for light duty diesel engines, and we are just now beginning to see the effects.

Toyota had been working with Hino Trucks to produce a diesel engine for the Tundra, and had shown concepts of a 1-ton dually version of their then-new Tundra at the 2007 SEMA show. Plans for a heavy duty Tundra, along with the in-house diesel engine were shelved after the 2008 crash.

Ironically enough, the Cummins 5.0L V8 turbodiesel was originally destined for the Dodge Ram, and this will be the first time a Cummins motor has been sold in a pickup outside of the Ram. The engine was developed while Dodge and Nissan were planning to share a full-size truck chassis, but the ’09 bankruptcy sunk those plans, and Dodge was unhappy with the estimated fuel economy of the 5.0L Cummins. Nissan made the move to keep the engine.

Through Fiat ownership, who also owns VM Motori, the Ram 1500 received the 3.0L V6 turbodiesel  instead of the Cummins 5.0L V8 turbodiesel. The VM Motori 3.0L V6 turbodiesel was also destined for another home, GM. The 3.0L V6 turbodiesel was originally planned for use in the European Cadillac CTS, though GM also shelved its light diesel plans during its ’09 bankruptcy. Fiat and GM were 50/50 partners on VM Motori until September 2013, when Fiat announced GM would sell the remaining 50%.

And that wasn’t the only diesel GM shelved. Some may remember the Duramax 4.5L V8 turbodiesel GM had been brewing for its light trucks. GM was an early proponent for a modern light duty diesel, but it too was a victim of the ’09 bankruptcy. With new pressure from Ram, Toyota, and Nissan, it’s thought GM may dust off the Duramax 4.5L turbodiesel and bring it to market.

Sources say Ford is working on a light duty diesel as well, planning for a 2018 arrival. With new pressure from its competitors, it will be interesting to see if Ford can join the crowd in time.

2015 looks to be an interesting year in light duty pickups. We will see how the new 3.0L EcoDiesel fairs in light truck use, and both Toyota and Nissan should be rolling out their examples. We can only hope the pressure puts GM and Ford to work getting their light diesels ready.

As long as the price on the diesel option remains reasonable, light diesels should do well in half-ton pickups. Diesels offer superior fuel economy to their gas counterparts in nearly all conditions, especially under load. The Ram EcoDiesel is showing incredible (for a pickup) real world fuel economy numbers, with our own Alex Dykes seeing 29 mpg highway, and 24.2 mpg average in his review of the 2013 Ram Ecodiesel. This, along with superior torque figures to their gas counterparts, would give the average buyer a very decent towing option for those who aren’t ready to step up to the heavy duty trucks, with higher prices and substantially noisier heavy duty diesels.

Here’s a little anecdotal story about the Tundra in the lead photo. It is owned by my friend, and is built to be a mobile work shop for a variety of traveling work: From disaster insurance adjustment, to contracted construction work, to race-support at Pikes Peak and other events. It’s a work truck, through and through, with tool storage and 110v power to run electric power tools off of. One of the major reasons he didn’t go with a heavier duty diesel truck is simply because of the noise, “Man, this thing has to idle all the time while I work. Nobody likes to listen to the CLACKCLACKCLACK of a diesel truck. I just needed something quiet, dependable, and with a long bed. I don’t need a big diesel.” And it works admirably, I spent about 2,000 miles in it during our 2013 run at Pikes Peak with Rally Ready Motorsports. The only real fault with the truck was its horrific fuel economy with the 4.7L V8: with the bed cap and a fair payload it returned less than 13.5 mpg on the highway with speeds averaging 70 mph.

Had a light duty option been offered earlier, it would have fit this role perfect. The light duty work truck deserves a good diesel option.


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Chicago 2014: Nissan Displays Diesel Frontier Thu, 06 Feb 2014 16:51:16 +0000 frontier-diesel-runner


What you’re looking at is a diesel powered Nissan Frontier. For now, it is not a production model, but Nissan is apparently studying it for production. Like its big brother, the next-gen Nissan Titan, there is a Cummins diesel, but it’s a 4-cylinder, not a V8. Displacing 2.8L and putting down an estimated 200 horsepower and 350 lb-ft, the Frontier uses a ZF 8-speed automatic to put power to the ground.

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Chicago 2014: Deep Dive with the 2015 Chevrolet Colorado Thu, 06 Feb 2014 10:54:11 +0000 2015 Chevy Colorado | Gas 2

A few short hours ago, I was in McCormick Place with a handful of auto journalists and GM’s 2015 Chevy Colorado team. It was a lucky break- a last-minute invitation to meet with some GM brass before the hectic onslaught of the 2014 Chicago Auto Show’s press days and ask them the questions that my fellow alt-fuel/cleantech gear heads wanted answers to.

So, here it is: the 2015 Chevy Colorado, in the 72 dpi digitized flesh and packed with some seriously trick goodies. Will this (and its GMC Canyon twin) be enough to reclaim the compact truck throne, however? You’d better believe it- the Colorado is that good!


2015 Chevy Colorado: the Look

Make no mistake, this is one seriously good-looking trucklet. Chevy’s 2015 Colorado is a true mid-sizer, but the look is more F-150-fighter than Nissan Frontier. Size-wise, more than one of my fellow deep-divers commented that “it’s the perfect size”, and I think it’s just short enough to make a reasonable case for having one in Chicago.

Chevy Colorado Z71

Chevy Colorado Z71

Chevy Colorado Z71

As you take a look at the photos of the Z71 off-roader version of the Colorado, look at the soft, velvety look of the black plastics and the crisp inner workings of the headlight. This is a far cry from the old S-10 EXtreme and its “generic level 2″ plastics.

Chevy Colorado Z71

Chevy Colorado Z71


2015 Chevy Colorado: the Cockpit

Inside, the truck’s 2015 MyLink infotainment system is decidedly more Chevy Sonic than Chevy Cruze, and that is a very good thing. All the buttons were logically labeled, there didn’t seem to be any of the convoluted “touch screen + button + more screen-touching” command sequences that made me loathe the Cruze’s MyLink. It had another neat trick, as well: a fully-functional Pandora app.

Is that game-changer? I’m much more excited about my Pandora stations than I am about XM/Sirius, so- yes? Just pretend you can already hear my blasting Shakira and Ke$ha as loud as the Chevy Colorado’s speakers will let me.

Chevy Colorado Interior

Chevy Colorado Interior

Chevy Colorado Interior

Chevy Colorado Interior


2015 Chevy Colorado: Seating

The biggest complaint anyone ever had about a compact pickup (think old Chevy S-10, 90s-00s Ford Ranger, etc.) wasn’t that they weren’t capable enough, it’s that getting in and out of the things was always a pain. It was a pain when I was 23, and it would be a bigger pain today, more than a decade later. I’d never climb over a front seat to get into a side-facing jumper again, and- in a truck that’s the size of the new 2015 Chevy Colorado, I won’t have to.

Ingress and egress seems straight-forward enough. You just open the solidly-mounted, triple-sealed doors, climb into the quality-feeling vinyl/cloth seats, and shut the door with a satisfying, Mercedes C-Class level “whooomp”. Actually, open the door and slam it shut a few more times. It is a hugely satisfying feeling that was totally absent in my 1991 GMC Jimmy, even with the rose-colored lenses of nostalgia firmly in place.






The 2015 Chevy Colorado has a cleverly adjustable seatbelt that adjusts at the shoulder AND at the hip. More comfortable belts are more likely to be worn, so this is a huge step towards 100% adoption of belts- especially out in rural ‘Murica where the Big Gulp comes in more than one size of early-onset diabetes.



2015 Chevy Colorado: the Tough Questions

I hate to tell you this, guys- but I didn’t get the scoop on the 2015 Chevy Colorado’s EPA fuel economy. I can’t tell you what the EPA numbers on the 2016 diesel will be, either. I also couldn’t tell you if the truck is E15 or E20 compatible, because the GM engineer on hand (a lovely, polite woman who I mistook for another journalist, despite the Riot Grrl leanings of my youth) didn’t know. I also couldn’t tell you if GM plans to include the Colorado in its CNG fleet plans, but I was told, wink-wink, nudge-nudge style, to expect a bi-fuel announcement from GM soon.

A few things I did find out? The upcoming V6 version of the 2015 Chevy Colorado- which uses the same 3.6 liter VVT V6 engine used in Cadillacs and Buicks …



… and that, in truck duty, the V6 is expected to be able to haul up to 6700 lbs (!?). That’s more than enough to safely haul any number of RVs, fishing boats, and (dare I say it?) race cars- and the Colorados will be available with fully integrated receiver hitches and easy-to-access wiring for 4 and 7 pin connectors.

So, that’s something- no? What do you guys think? Am I right in thinking Chevy’s hit a home run with this new 2015 Colorado, or do you think Nissan and Dodge will out-Darwin it with their 28 MPG full-size diesel half-tons? Let us know what you think in the comments, below. Enjoy!


Originally posted to Jo’s other site, Gas 2.

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About Motoring Journalists And Luxury Diesels Mon, 20 Jan 2014 12:00:14 +0000



Recently, I spent some of my procrastinating time in Facebook discussion with a colleague, motoring journalist here in Czech Republic. He was driving a new Range Rover at the time, and he was raving about how great car it was. But there was one flaw, he said. The car came with the most common engine on our market – the TDV6 diesel. And while it didn’t really lack power and was reasonable refined, even for the luxury car it is, there was one thing it just lacked. A V8. Preferably, of the gasoline-burning kind.

Which naturally led to crucial question: Why do things like a six cylinder, diesel-powered Range Rover even exist. And why are so many people buying them? You may say that it’s a natural response to the fact that a Range Rover 5.0 V8, or the more appropriate 5.0 Supercharged, is gulping the gas in horrendous quantities, and gas is expensive in Europe. So it’s better to have the more frugal car.

But my reply will be: So what?

Let me elaborate on this a little. Imagine that you are really in the shoes of someone who can afford the Range Rover. Someone, who is either so succesful and affluent, or so fiscally careless, that he can treat himself with one of the most luxurious, most prestigious and of course also most expensive mass produced cars.

Someone who is content with the idea that his shiny, brand new Range, which cost him about the price of a small house (at least here in the Czech Republic) will be worth about a third of the price, maybe even less, when he will be selling it in some 3 years.

You buy a new Range diesel for some 130 thousand Euros, or $170k. You drive it for three years and decide that you want a new one. So you sell it, or trade it in, and get another shiny new one. A nice example of a 2010 Range Rover with some 40k miles (typical mileage of a normal European driver in three years) will fetch something like €40-45k (about $60k). And that’s a V8 one, because a V6 diesel wasn’t available then.

This means the thing cost you about 90 thousand Euros, or 120 thousand dollars, in those three years/40k miles. With simple math, we arrive to a rather staggering cost of THREE DOLLARS PER MILE. Or, put another way, a 109 dollars per day, even if the sucker is parked. Which is, even at European prices, about half a tank of gas.

And it’s the same story for other luxury SUVs, as well as posh sedans. The value drop may be a little less harsh for a sporty coupe, like a 911 or a Jag XK, or some supercar. But any “normal” luxury car will cost you dearly.

Let’s put this into some perspective. If we look at the actual fuel mileage of the current generation of Range Rovers (using great fuel economy tracking site, we see that a TDV6 Rangie will need roughly 11 liters of diesel fuel for every 100 kilometers (or 62 miles) travelled. This translates to roughly 22mpg. The monstrous, ineffective gas hog that is the 5.0 Supercharged will gulp a horrendous amount of 15 liters of gasoline for the same distance. Which is about 15mpg.

So, time for more math. Gasoline is just a tiny bit more expensive in some part of Europe, while in many countries (like my homeland), it costs the same. But let’s say that a liter of gas costs a €1.50, while a liter of diesel costs €1.40. This translates in €15.40 ($20) per 100km (62 miles) for the diesel and €22.50 ($30) for the Supercharged. Which means that each mile will cost you €0.24 ($0.32) and €0.36 ($0.48) for the big one.

This makes the difference in fuel costs between the two cars a whopping DIME AND A HALF. For a vehicle which costs about three dollars a mile in depreciation costs alone, plus some more for servicing costs, tires and other stuff. Which will, in the end, make one mile worth about four dollars.

Buying a diesel car, which, however nice the modern diesels may be, is still slower and less refined than the “proper” one, will thus save you about 2.5 percent of the TCO. To me, this seems a bit like drinking Dom Perignon out of a plastic cup to save on glassware.

Of course, there are cases where diesel engines make sense for expensive cars. An A8 or a S420CDI, used for frequent business trips across Europe may easily rack those 40 thousand miles in a single year, and may well be kept around for 4 or 5 years, making the depreciation costs less significant, and the fuel costs much more important. And the same goes for hotel limos and other heavily driven cars.

But people are still buying diesels even when they don’t drive that much. Look at some European car classifieds site, like, and you will find surprisingly many low-mileage luxurious diesels.

Why are people doing that? Is it that the rich tend to be savvy and look at every penny? Or is it just a habit from the times when they weren’t so rich and the lower running costs of a VW TDI actually mattered? Or is it that they just hate gas stations and rather live with the worse engine, just so they don’t have to fill up so often?

My theory is different. I think that motoring journalists may be at fault.

As you probably know (especially if you read TTAC a lot), motoring hacks typically aren’t exactly rich. To make a living from driving brand new cars, travelling around the world and writing about it is so enticing a prospect in itself that it’s not necessary to pay people big bucks for doing it.

So, most of us will only experience the Range Rover or S-klasse through the relatively short, usually a week-long test. Some of us may actually buy those cars – in 10 or 20 years, when someone else already swallowed all the depreciation costs. The Range Rover costs about the same money as our apartment, and likely more than we actually make in three years. And the only expense we actually get to feel, is the price of fuel.

I’m not sure about other countries, but here in CZ, the journos usually pay for their gas. You get the obligatory full tank at the beginning of the week, some more generous magazines may provide you with fuel for photoshoots and so on, but after that, you have to fill up for your own money.

And, since average European motoring journo usually spends most of the time behind the wheel of diesel hatchbacks, diesel MPVs and other slow, unglamorous and in fact rather boring stuff, he tends to make the most of his week with an expensive car. He shows off, gives friends rides, shows what the big V8 can do. So, he racks up awful lot of miles, and since the rare experience with the powerful car has to be lived to the fullest, has a lead foot. So the Range won’t get 15mpg, like it does in the hand of someone who is accustomed to the power of the V8, but barely reaches 10. Which makes filling the 100 liter fuel tank inevitable and very, very painful.

I actually remember that one time, I voluntarily decided to exchange press Audi S5 Sportback for a lowly Skoda Fabia mid-week, solely on the grounds of the fact that in my rather “spirited” driving, the Audi got about 10mpg on average (and something like four or five when tearing the backroads – the supercharged V6 is only better than the 4.2 V8 on paper) and cost me $150 in the first two days. While the Fabia got 40 mpg and, more importantly, a tank full of gas I didn’t have to pay for.

For most journos, such experience is enough to write something along the lines of “the 5.0 Supercharged is a remarkably refined and powerful, but it will bankrupt you with fuel costs, so the six-cylinder diesel is the more prudent choice”.

But it isn’t. If you do some real job and are so succesful and affluent that you can afford a new Range Rover or A8, fuel costs will not bankrupt you. Actually, in the total cost of running such car, you won’t even feel it. And if you’re worried about the polar bears – think of all the people who won’t breathe soot from another diesel truck instead.

@VojtaDobes is motoring journalist from Czech Republic, who previously worked for local editions of Autocar and TopGear magazines. Today, he runs his own website, and serves as editor-in-chief at After a failed adventure with importing classic American cars to Europe, he is utterly broke, so he drives a borrowed Lincoln Town Car. His previous cars included a 1988 Caprice in NYC Taxi livery, a hot-rodded Opel Diplomat, two Dodge Coronets, a Simca, a Fiat 600 and Austin Maestro. He has never owned a diesel, manual wagon.

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Mazda Delays Diesel Again Thu, 09 Jan 2014 17:18:06 +0000 skyactiv-d_main_ttl_ovr

Mazda is delaying the launch of the North American-spec SKYACTIV-D diesel engine, as engineers grapple with getting the engine to meet both emissions and performance benchmarks in North American spec.

A report by Automotive News suggests that Mazda is struggling with getting the diesel mill to where they want it without the inclusion of an exhaust after-treatment system. AN‘s Ryan Beene spoke with Mazda PR head Jeremy Barnes, who offered an explanation for the series of delays

“There are challenges with meeting the emissions standards without after-treatment systems,” Barnes said. “We believed our Skyactiv technology can meet it — and it can — but the challenge is engineering a car that delivers the kind of performance that a Mazda needs to have and we’re unable to do that given where we are right now.”

AN reports that in addition to forgoing an after-treatment system, Mazda is investigating alternatives including a urea based after-treatment, or a special catalyst to reduce nitrous oxide emissions.

Mazda has also had other issues with the SKYACTIV-D motor, involving diesel fuel leaking into the oil sump which could lead to a clogged Diesel Particulate Filter. The only real fix for the issue so far has been a modified dipstick and a request for owners to vigilantly monitor oil consumption. In America, where diesel engines are a rather unknown quantity in passenger cars and deferred maintenance is the order of the day for many motorists, this would likely be an unacceptable solution.

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Review: 2014 Volkswagen Passat TDI (With Video) Fri, 20 Dec 2013 14:00:17 +0000 2014 Volkswagen Passat TDI

Once of the most frequent car advice emails I get is from consumers looking to cut down their fuel bills while still hanging on to a family sedan. Until recently, this question narrowed the field down to a few hybrid sedans and the Volkswagen Passat TDI. Today, there are more hybrid options than ever and soon Mazda’s diesel powered Mazda6 will enter the fray. While we wait for the Mazda’s new SkyActiv diesel to ship, I picked up a Volkswagen Passat TDI to find out if a little diesel could bring some cost reduction to my commute.


Click here to view the embedded video.

First off we have to dispense with the fallacy that buying a new commuter car will save you money. Of course we all know that is rarely true, especially if you are simply replacing one family sedan with another. (This disclaimer is just for the readers that may object to the forthcoming cost savings comparisons.) Second you must think about what kind of driving you do before you start looking at technologies to reduce your gas bill. If your commute is highway heavy, then a diesel or amvery efficient conventional vehicle may be the better choice for you. If your commute is balanced between highway and city or city heavy, then many hybrid technologies may be the winner.


While other VWs get expressive fascias, VW’s sedan line is pure conservative German design. We have a three-slat horizontal grille up front, a flat character line and little detaining on the side and nothing terribly expressive out back. The adjectives that came to my mind were simple, elegant, and unemotional. No matter how you park it, the Passat never strikes a pose that would offend a conservative mid-size shopper.If you want Euro flair, VW would be happy to sell you a CC which sports more aggressive bumpers, more chrome and sexier tail lamps. However the Passat TDI is competing with the hybrid versions of the Fusion, Camry, Accord, Optima and Sonata, as well as the “we hope its not a mirage” Mazda6 diesel. While some in the press have called the Passat boring, I would posit the sedate lines will help the Passat age more gracefully than some of the competition, most notably the Sonata and Camry, however I think the Fusion and Mazda6 are more attractive and dramatic.

2014 Volkswagen Passat TDI-012

Mid-size shoppers demand expansive rather than expensive cabins, and VW took note when they redesigned the sedan for the 2012 model year. Our Euro friends may notice that this doesn’t look quite like the Passat you know in Europe, and that’s because the American Passat isn’t the same car as the Euro Passat anymore. Although both Passats are related, the NMS Passat gets a 4-inch body stretch and a 3.7-inch wheelbase stretch, the beneficiary being the rear seat which goes from cozy in the Euro model to ginormous in the American model. Although the numbers would indicate that the Fusion and Passat’s rear legroom are similar, the devil is in the details of how car makers measure and the Passat is the clear winner here.

Sadly Camcord shoppers place fuel economy, electronic doodads and rear-seat leg room higher on their list than squishy dash bits and VW was happy to oblige. As a result the Passat’s plastics are attractive to look at but just as mainstream to feel as the competition slotting in below the new Accord and well ahead of the aging Korean competition. Speaking of attractive, I find the traditional “single bump” dashboard layout to be a refreshing change from the massive dashboards that are creeping into every mis-sized sedan lately. Front seat comfort proved excellent for long car trips, tying with the Accord and Fusion while the rear seats, although large, weren’t as comfortable as Honda’s sedan.

2014 Volkswagen Passat TDI-015


Because there is no “S” trim Passat TDI, base diesel lovers get a slight feature bump compared in the infotainment department. The base 6.5-inch touchscreen system is joined by 8-speakers, HD Radio and standard Bluetooth for a decent base package. The systems iDevice and USB integration offers no voice commands like you find in most of the competition, but it is reliable and intuitive. VW offers two different navigation systems depending on how far up the trim ladder you want to walk. SE models with the sunroof can get the “RNS-315″ which uses a 5-inch touchscreen and very basic navigation software.

Jumping up to the SEL model adds a Fender branded speaker package and a 6.5-inch high resolution navigation system with satellite radio and Sirius Travel Link live traffic and information services.  While most of the information is superfluous, the fuel pricing and locations proved handy as locating a diesel station can be tricky. The traffic and Travel Link features require a Sirius subscription and VW tosses in a 6-month trial for free. Sadly VW’s navigation systems predate the 2012 Passat refresh by a decent window and are among the oldest and least feature rich in the mid-size sedan segment barely scoring a win over the ancient system in the Chrysler 200. You won’t find smartphone apps, slick graphics and VW has even reduced the number of voice commands the system can recognize because the hardware was unable to handle it with reasonable performance. With Toyota and Honda recently launching their new infotainment systems and Ford’s MyFordTouch system getting a much needed refresh, this puts VW in next to last place, just in front of the dreadful navigation system lurking in the Mazda6. 

Passat TDI  engine, Picture Courtesy of Volkswagen

Drivetrain & Pricing

Powering the Passat is the same 2.0L turbodiesel found under the hood of every diesel VW in America except the Touareg. The small diesel engine features twin cams, 16 valves, aluminum head, iron block and a variable geometry turbocharger to deliver 140 horsepower and 236 lb-ft of torque. Funneling the power to the front wheels via a 6-speed dual-clutch automatic, the Passat doesn’t feel as slow as 140 ponies might suggest. The gasoline electric hybrids on the market are peppier, with the Camry delivering 200 ponies, with the Optima and Sonata nearly tying at 199, while we get 188 from the Fusion and 166 from the Accord. Normally, the high torque is a bonus when you compare a TDI to a small gasoline engine. However, modern hybrids deliver diesel-like torque with flat torque curves thanks to their electrification. The Koreans serve up 235 lb-ft and the Accord cranks out 226 with both curves being more advantageous than the TDI. Ford and Toyota do not release official torque numbers, but I suspect they are both in the 220-230 lb-ft range.

Because of tightening emissions regulations in California, the Passat now comes with a urea injection system also known as “diesel exhaust fluid” or DEF to reduce NOx emissions. This is a significant difference from Mazda’s new SkyActiv diesel engine which they claim does not require this additive to achieve the same emissions compliance. This is significant not only because owners won’t have to buy DEF every few thousand miles, but also because VW decided to put the DEF filler port in the trunk rather than by the fuel filler on the side of the car (like other manufacturers do.) The result is an inconvenience on the VW side and, according to Mazda, a power bump on the SkyActiv diesel which they expect to come in around 170 ponies (if we get the high-output version) and 300 lb-ft of torque which should put the Mazda neck-and-neck with the hybrids.

The Passat TDI starts at $26,295 for the SE trim and tops out at $32,995 for the loaded SE. This price walk essentially mirrors the Passat V6 and feature for feature is substantially similar to the Camry, Optima, Sonata and Fusion hybrid sedans meaning the TDI doesn’t have a price advantage initially compared to the gas-electric competition. Honda’s Accord Hybrid starts at $29,155 making it the highest base price in this bunch, but the top-level Accord at $34,905 seems reasonable compared to a fully-loaded Fusion Titanium Hybrid at $38,870.

Because the mid-size sedan segment is so competitive, when you calculate the value of standard feature content, most of the pack ends up within a few hundred bucks of one another except for the Optima which undercuts the pack by nearly a grand. The higher top-end pricing on the hybrid competition is largely due to the availability of more features like radar cruise control, self parking, lane departure prevention that you won’t find on the Passat.

2014 Volkswagen Passat TDI-007Drive

The Americanization of the Passat has had an effect on the way VW’s large sedan drives. The difference is most obvious if you drive the VW CC and the Passat back-to-back. The CC has a more solid and connected feel and the handling limits are higher. That’s not to say the Passat will let down the VW faithful with Camry-levels of grip, but in the pursuit of higher fuel economy narrower tires we required. In the pursuit of rear leg room, the wheelbase and chassis had to get longer making the American sedan drive larger than the European model. The result is a Passat that slots below the Mazda6, Accord Sport and some levels of Fusion in terms of handling, but notably above the Camry and Korean competition  which have less refined suspension manners.

Diesels have never been known for spirited performance despite the modern crop of torque-strong turbocharged designs. Our TDI tester clocked 60 MPH in just over 8 seconds which is on the long end of the green pack with most of the hybrid competition in the low to mid 7 second range. Diesels have a dedicated following largely due to their high fuel economy, high torque numbers and the plateau like horsepower and torque curves. Today’s hybrids however deliver much the same experience thanks to electric motors that deliver their maximum torque at low speeds without the turbo lag experienced in turbo Diesel engines. This negates many of the claims popular in the TDI forums.

2014 Volkswagen Passat TDI-011

Once upon a time when Toyota’s unique planetary gearset power-splitting hybrid system was the only game in town, many shoppers and reviewers disliked CVT-like feel of the Hybrid Synergy Drive system. Despite the fact that CVTs are more efficient, I’ll admit that there’s something about gear changes that I find satisfying. If that describes you, then there are now hybrid options, like the Sonata and Optima, that combine electric motors with traditional automatics for a more “normal” feel.

This now brings us to fuel economy. During a week and 732 miles, I averaged 36.5 MPG, slightly higher than the EPA number and on a one-way level highway journey I managed 47 MPG on  a 50 mile trip with the cruise control set to 68 and the AC on. The more time you spend in stop and go traffic or on city streets, the lower your number will be. That’s a sharp contrast to most hybrids that excel in city and heavy traffic because they can keep the engine off for most low speed maneuvers. This segment is the poster child of “your mileage may vary.” If your commute is characterized by long highway stretches cruising at 70MPH, the Passat will be the mileage winner. If however you drive in moderate to heavy traffic or find yourself running around town on the city streets, a gasoline hybrid is going to be the mileage champ.

2014 Volkswagen Passat TDI-009

A few short years ago the Passat TDI was the clear choice for high mileage cruisers that didn’t want a softly sprung Camry hybrid. Unfortunately today’s Passat has some serious competition from the handsome Fusion hybrid which posted similar economy numbers while being faster and costing less to operate. We also have the new Accord hybrid. The Accord may cost $2,850 more than the Passat TDI, but it delivers more feature content in the base model and an incredible (and personally verified) 50 MPG in the city with a combined 47 MPG score and road manners that equal or exceed the Passat. When you factor in the higher cost of diesel and the diesel exhaust fluid the VW requires, the Accord “breaks even” vs the TDI at 60,000 miles. Perhaps the biggest problem for the Passat TDI’s proposition as a thrifty commuter is the Kia Optima delivered the same mileage while drinking cheaper fuel, is less expensive to purchase and has a longer warranty. My experience with the Passat TDI left me wondering if I should really be as excited about the Mazda6 diesel as I am, or should I instead be hoping VW jams the Jetta’s hybrid system into the Passat? The Passat TDI isn’t without its charms, but after a week burning the midnight oil, my heart and my pocket book were dreaming gasoline hybrid dreams.


Volkswagen provided the vehicle, insurance and one tank of gas for the review.

Specifications as tested

0-30: 3.0 Seconds

0-60: 8.01 Seconds

1/4 Mile: 16.4 Seconds @84 MPH

Average observed fuel economy: 36.5 MPG over 721 miles

Sound level at 50 MPH: 71 dB


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