Audi Q5 Test Drive

Actual Malaysian Base Model Q5 (Picture Courtesy of Motor Trader Malaysia)

I had the pleasure of test driving Audi's brand new Q5 this week, courtesy of the friendly people at Euromobil Glenmarie.

Cost

Standard Spec

Nett selling price RM 297,916.40 Registration & Inspection fees RM 650.00
Road Tax RM 433.60
OTR Retail Price without insurance RM 299,000.00

S-Line Spec (adds 19 inch five spoke rims, Milano full leather sport seats, sports steering wheel with S-Line badging & headlining in black cloth)

Nett selling price RM 323,916.40
Registration & Inspection fees RM 650.00
Road Tax RM 433.60
OTR Retail Price without insurance RM 325,000.00

Colors Available at Launch:
Base model - Ibis White, Ice Silver, Phantom Black (by opting for the S-Line package, buyers will have more color options)

Optional Accessories
Bang & Olufsen sound system RM 6,000.00
Panaromic glass roof RM 10,000.00
Electronically opening & closing tailgate RM 6,500.00

Technical Information

The Q5 shares the same platform as the B8 A4 and is powered by a 155kw two-litre turbo engine (211 hps / 350 Nm of torque). The car does 0-100 100 km/h in 7.2 seconds. This engine is not an updated version of Volkswagen’s popular MKV Golf GTI 2.0 TFSI (147kw). It is actually a new power plant of the "EA888" generation of engines which powered the GTI Edition 30, a special model released to commemorate the 30th anniversary of the GTI. Also, unlike the front wheel drive Golf, the Q7's little brother comes with Audi's signature quattro permanent four wheel drive system. Another interesting titbit is that the Q5’s front suspension is borrowed from the A4 and its rear from the A6/A8 line. Lastly, the Q5's engine is mated to Audi's 7-speed S-Tronic twin clutch transmission.

Exterior

Ever since I saw the car in the flesh at this year’s Melbourne International Motor Show, I always thought that the Q5 was a handsome car. This perception was only reinforced when I walked up to my test unit which was parked outside Euromobil's Audi hanger. From the car's futuristic LED headlight cluster, to the rakish design of its tail lights - the car just oozes masculinity. I did notice though that when looking at the Q5 side on, it looked a bit 'tubby' but this was probably due to the solid white color (Ibis White). I'm sure the S-Line version with 19 inch rims and a darker metallic paint option will sort this problem out!

Bottomline, I personally think that Audi's baby SUV looks much better than BMW's X3 (both the current & future model) and Volkwagen's Tiguan.

The Q5's LED Headlight Cluster & Rear Tail Lights (Picture courtesy of Motor Trader Malaysia)

Ibis White Audi Q5 at test launch - base model with 19 inch rims (Photo Courtesy of www.oneshift.com)

Interior

The interior was bedecked with supple black leather and I was able to find a comfortable driving position, thanks to the Q5's electronic seats (complete with lumbar support). The red dials on the speedometer, a Audi trademark, is clear and quite pleasing to look at. Like most Volkswagen AG cars, the driver's information screen is sited between the rev-counter and speedometer. It always shows the current selected gear and the driver is able to access information about the car by utilizing the steering wheel buttons.

The Audi sales rep gave a brief demonstration of the MMI system by slotting a SD Card into the centre dash and played some music tracks at the touch of a button. The Malaysian model is equipped with Audi’s Symphony radio and sound quality was pretty darn good. The Euromobil employee also connected his mobile phone via the Bluetooth prep system and it was all rather simple and easy to use.

My previous ride was a Volkswagen and there is a marked difference in terms of cabin quality. The Audi felt more upmarket. This should be the case anyway since even though VW and Audi are under the same corporate umbrella, they target different segments of the driving public. Overall the cabin was just about right - airy and well built. The car's luggage capacity is 540 litres and spacious enough for the needs of a young family. The rear seats are comfortable as well, according to a friend of mine who came along for the ride. As for those people who love being in a position of control or authority - not to worry, the Q5's SUV height gives you a throne from which you can lord over other road users!

On The Road

Before leaving Euromobil, I had already begun to fiddle with Audi's Drive Select system. While making my way out of the tight small lanes of Kawasan Perindustrian Temasya, the Q5 in Comfort mode was supple and the light steering wheel setting, made for easy manoeuvring. There was little body roll, even during sharp turns. Pot holes and road irregularities were soaked up by the cosseting ride. Upon reaching Jalan Lapangan Terbang Subang Jaya, I switched to Auto mode and you could already feel a difference in terms of power delivery and ride - pick up had improved and the car felt more planted. The steering wheel began to feel 'meatier' too.

As I passed Saujana Golf & Country Club, I swapped to Dynamic and after making sure that there weren't any other road users near me, began to move the car from side to side while at cruising speed and the Q5 felt unbelievably solid. The steering wheel felt so direct and meaty yet never too heavy. You just had to point at where you wanted the car to go and it went! The ride was slightly more on the firm side, so some people might find it a bit too harsh for daily driving (but that’s what Comfort mode is for isn't it?). I reckon that Dynamic is just perfect for a blast down the highway or for some spirited driving on nice stretch of winding road. Prior to returning the car to Euromobil, I couldn't resist doing a standstill launch to see if the 7.2 seconds figure was accurate. Needless to say, thanks to the engine, the quattro four wheel drive system and the lovely gearbox, the car is capable of doing just that (not to mention making me smile with the sudden rush of unadulterated speed!).

Conclusion

Try to imagine the Q5 as a large hot hatch and you would probably have a good idea of what the car is all about. It definitely isn't an A4 on stilts. Despite weighing in at a hefty 1730kg (unladen), the car is fast, handles well (for a SUV - feels more like a premium sports sedan) and isn't so large as to make the task of driving it around town a chore (try parking a Q7 on a weekend and you'll see what I mean). Some people might argue that buyers are better off purchasing Volkswagen's Tiguan rather than spending RM50,000 more on the Q5. Having driven the Tiguan (which is based on the MKV Golf chassis - meaning its smaller than the Q5), I would say that if you could afford to spend fifty grand more, you might as well get the Audi. By doing so, you get the S-Tronic / DSG gearbox (Tiguan has a regular 6 speed transmission), a much more powerful engine (the VW's powerplant puts out 147kw and does 0-100 in 8.5 seconds) and the Q5 will have a longer shelf life since its European launch was in November 2008 (the Tiguan was launched in Europe in November 2007).

Audi Q5 Test Drive

Actual Malaysian Base Model Q5 (Picture Courtesy of Motor Trader Malaysia)

I had the pleasure of test driving Audi's brand new Q5 this week, courtesy of the friendly people at Euromobil Glenmarie.

Cost

Standard Spec

Nett selling price RM 297,916.40 Registration & Inspection fees RM 650.00
Road Tax RM 433.60
OTR Retail Price without insurance RM 299,000.00

S-Line Spec (adds 19 inch five spoke rims, Milano full leather sport seats, sports steering wheel with S-Line badging & headlining in black cloth)

Nett selling price RM 323,916.40
Registration & Inspection fees RM 650.00
Road Tax RM 433.60
OTR Retail Price without insurance RM 325,000.00

Colors Available at Launch:
Base model - Ibis White, Ice Silver, Phantom Black (by opting for the S-Line package, buyers will have more color options)

Optional Accessories
Bang & Olufsen sound system RM 6,000.00
Panaromic glass roof RM 10,000.00
Electronically opening & closing tailgate RM 6,500.00

Technical Information

The Q5 shares the same platform as the B8 A4 and is powered by a 155kw two-litre turbo engine (211 hps / 350 Nm of torque). The car does 0-100 100 km/h in 7.2 seconds. This engine is not an updated version of Volkswagen’s popular MKV Golf GTI 2.0 TFSI (147kw). It is actually a new power plant of the "EA888" generation of engines which powered the GTI Edition 30, a special model released to commemorate the 30th anniversary of the GTI. Also, unlike the front wheel drive Golf, the Q7's little brother comes with Audi's signature quattro permanent four wheel drive system. Another interesting titbit is that the Q5’s front suspension is borrowed from the A4 and its rear from the A6/A8 line. Lastly, the Q5's engine is mated to Audi's 7-speed S-Tronic twin clutch transmission.

Exterior

Ever since I saw the car in the flesh at this year’s Melbourne International Motor Show, I always thought that the Q5 was a handsome car. This perception was only reinforced when I walked up to my test unit which was parked outside Euromobil's Audi hanger. From the car's futuristic LED headlight cluster, to the rakish design of its tail lights - the car just oozes masculinity. I did notice though that when looking at the Q5 side on, it looked a bit 'tubby' but this was probably due to the solid white color (Ibis White). I'm sure the S-Line version with 19 inch rims and a darker metallic paint option will sort this problem out!

Bottomline, I personally think that Audi's baby SUV looks much better than BMW's X3 (both the current & future model) and Volkwagen's Tiguan.

The Q5's LED Headlight Cluster & Rear Tail Lights (Picture courtesy of Motor Trader Malaysia)

Ibis White Audi Q5 at test launch - base model with 19 inch rims (Photo Courtesy of www.oneshift.com)

Interior

The interior was bedecked with supple black leather and I was able to find a comfortable driving position, thanks to the Q5's electronic seats (complete with lumbar support). The red dials on the speedometer, a Audi trademark, is clear and quite pleasing to look at. Like most Volkswagen AG cars, the driver's information screen is sited between the rev-counter and speedometer. It always shows the current selected gear and the driver is able to access information about the car by utilizing the steering wheel buttons.

The Audi sales rep gave a brief demonstration of the MMI system by slotting a SD Card into the centre dash and played some music tracks at the touch of a button. The Malaysian model is equipped with Audi’s Symphony radio and sound quality was pretty darn good. The Euromobil employee also connected his mobile phone via the Bluetooth prep system and it was all rather simple and easy to use.

My previous ride was a Volkswagen and there is a marked difference in terms of cabin quality. The Audi felt more upmarket. This should be the case anyway since even though VW and Audi are under the same corporate umbrella, they target different segments of the driving public. Overall the cabin was just about right - airy and well built. The car's luggage capacity is 540 litres and spacious enough for the needs of a young family. The rear seats are comfortable as well, according to a friend of mine who came along for the ride. As for those people who love being in a position of control or authority - not to worry, the Q5's SUV height gives you a throne from which you can lord over other road users!

On The Road

Before leaving Euromobil, I had already begun to fiddle with Audi's Drive Select system. While making my way out of the tight small lanes of Kawasan Perindustrian Temasya, the Q5 in Comfort mode was supple and the light steering wheel setting, made for easy manoeuvring. There was little body roll, even during sharp turns. Pot holes and road irregularities were soaked up by the cosseting ride. Upon reaching Jalan Lapangan Terbang Subang Jaya, I switched to Auto mode and you could already feel a difference in terms of power delivery and ride - pick up had improved and the car felt more planted. The steering wheel began to feel 'meatier' too.

As I passed Saujana Golf & Country Club, I swapped to Dynamic and after making sure that there weren't any other road users near me, began to move the car from side to side while at cruising speed and the Q5 felt unbelievably solid. The steering wheel felt so direct and meaty yet never too heavy. You just had to point at where you wanted the car to go and it went! The ride was slightly more on the firm side, so some people might find it a bit too harsh for daily driving (but that’s what Comfort mode is for isn't it?). I reckon that Dynamic is just perfect for a blast down the highway or for some spirited driving on nice stretch of winding road. Prior to returning the car to Euromobil, I couldn't resist doing a standstill launch to see if the 7.2 seconds figure was accurate. Needless to say, thanks to the engine, the quattro four wheel drive system and the lovely gearbox, the car is capable of doing just that (not to mention making me smile with the sudden rush of unadulterated speed!).

Conclusion

Try to imagine the Q5 as a large hot hatch and you would probably have a good idea of what the car is all about. It definitely isn't an A4 on stilts. Despite weighing in at a hefty 1730kg (unladen), the car is fast, handles well (for a SUV - feels more like a premium sports sedan) and isn't so large as to make the task of driving it around town a chore (try parking a Q7 on a weekend and you'll see what I mean). Some people might argue that buyers are better off purchasing Volkswagen's Tiguan rather than spending RM50,000 more on the Q5. Having driven the Tiguan (which is based on the MKV Golf chassis - meaning its smaller than the Q5), I would say that if you could afford to spend fifty grand more, you might as well get the Audi. By doing so, you get the S-Tronic / DSG gearbox (Tiguan has a regular 6 speed transmission), a much more powerful engine (the VW's powerplant puts out 147kw and does 0-100 in 8.5 seconds) and the Q5 will have a longer shelf life since its European launch was in November 2008 (the Tiguan was launched in Europe in November 2007).

2010 Audi R8 5.2 V10 FSI Quattro Road Test

A bigger stick for the soft-spoken supercar, and a price to match.

By making available an R8 with a monster 525-hp V-10 engine—complementing the 420-hp V-8 model that was introduced two years ago—Audi has elevated its exotic-looking two-seater from “almost-a-supercar” status to a true competitor in the high-performance realm above mere sports cars.

The 105-hp increase comes from a 5.2-liter, direct-injection V-10 that is virtually identical to the engine found in the Lambor ghini Gallardo LP560-4.

Unique engine programming and intake and exhaust systems are the chief differences in the Audi engine over the Italian job, although both engines are made in the same plant in Hungary.

We’re told that the V-10 weighs just 68 pounds more than the V-8, and that fuel economy with the bigger engine will worsen by only 1 mpg.

Output is listed by Audi at 525 horsepower and 391 pound-feet of torque, 27 horses and seven pound-feet fewer than in the Lambo, but we suspect some of that difference is simply marketing.

With the help of launch control, a first for the R8’s manual transmission, we managed the 0-to-60 dash in 3.7 seconds and a quarter-mile in 11.8 seconds at 121 mph.

That’s a full second quicker in the quarter-mile than we recorded in a manual-transmission V-8 R8 and dead even with a Porsche 911 GT2. This was measured in a down-and-dirty test run during a preview drive in Spain.

Lamborghini owners need not fret that this R8 will steal the Gallardo’s thunder, as the V-10 R8’s numbers are quite a few ticks behind those of the automated-manual LP560-4 we tested in February.

A more formal test with the paddle-shifted transmission should improve our times, but still, we don’t see a lot of cross-shopping between these corporate cousins.

The Lamborghini is a car for extroverts—loud, brash, in your face. The Audi is more of a speak-softly-and-carry-a-big-stick car. The exhaust—quiet during relaxed driving and escalating in volume above 4000 rpm—never fully intrudes on the serenity in the cockpit until you approach the 8700-rpm redline (700 more than the V-8’s and 200 higher than the Lambo’s).

The extra oomph is obvious as soon as the R8 5.2 starts moving, but the power increase hasn’t upset the R8’s user-friendliness and neutral handling. Easy driving is still the name of the game; both models have graceful manners even when driven hard around a track.

Visual differences between V-8 and V-10 R8s are slight. The V-10 model has wider intakes behind the doors, which sit atop wider body sills. In front and back, the black accents are glossy instead of flat, and there are two crossbraces to the air intake rather than three.

The V-10 R8’s exhaust tips are larger and oval-shaped, and this model also sports standard LED lighting, previously an option. The seats, a carry-over from the V-8 model, had us at times wishing for more lateral support.

We’re pleased the R8’s optional ceramic brakes might make it to North America. They’re strong, completely free of fade, and—unlike the on-off brakes in the Gallardo—can actually be modulated for smooth driving.

Audi won’t pinpoint when the V-10 R8 will go on sale or what it will cost. We’ll bet on late this year at the earliest, with a premium of maybe $45,000 over the V-8 R8’s $117,500 base price.

2010 Audi R8 5.2 V10 FSI Quattro Road Test

A bigger stick for the soft-spoken supercar, and a price to match.

By making available an R8 with a monster 525-hp V-10 engine—complementing the 420-hp V-8 model that was introduced two years ago—Audi has elevated its exotic-looking two-seater from “almost-a-supercar” status to a true competitor in the high-performance realm above mere sports cars.

The 105-hp increase comes from a 5.2-liter, direct-injection V-10 that is virtually identical to the engine found in the Lambor ghini Gallardo LP560-4.

Unique engine programming and intake and exhaust systems are the chief differences in the Audi engine over the Italian job, although both engines are made in the same plant in Hungary.

We’re told that the V-10 weighs just 68 pounds more than the V-8, and that fuel economy with the bigger engine will worsen by only 1 mpg.

Output is listed by Audi at 525 horsepower and 391 pound-feet of torque, 27 horses and seven pound-feet fewer than in the Lambo, but we suspect some of that difference is simply marketing.

With the help of launch control, a first for the R8’s manual transmission, we managed the 0-to-60 dash in 3.7 seconds and a quarter-mile in 11.8 seconds at 121 mph.

That’s a full second quicker in the quarter-mile than we recorded in a manual-transmission V-8 R8 and dead even with a Porsche 911 GT2. This was measured in a down-and-dirty test run during a preview drive in Spain.

Lamborghini owners need not fret that this R8 will steal the Gallardo’s thunder, as the V-10 R8’s numbers are quite a few ticks behind those of the automated-manual LP560-4 we tested in February.

A more formal test with the paddle-shifted transmission should improve our times, but still, we don’t see a lot of cross-shopping between these corporate cousins.

The Lamborghini is a car for extroverts—loud, brash, in your face. The Audi is more of a speak-softly-and-carry-a-big-stick car. The exhaust—quiet during relaxed driving and escalating in volume above 4000 rpm—never fully intrudes on the serenity in the cockpit until you approach the 8700-rpm redline (700 more than the V-8’s and 200 higher than the Lambo’s).

The extra oomph is obvious as soon as the R8 5.2 starts moving, but the power increase hasn’t upset the R8’s user-friendliness and neutral handling. Easy driving is still the name of the game; both models have graceful manners even when driven hard around a track.

Visual differences between V-8 and V-10 R8s are slight. The V-10 model has wider intakes behind the doors, which sit atop wider body sills. In front and back, the black accents are glossy instead of flat, and there are two crossbraces to the air intake rather than three.

The V-10 R8’s exhaust tips are larger and oval-shaped, and this model also sports standard LED lighting, previously an option. The seats, a carry-over from the V-8 model, had us at times wishing for more lateral support.

We’re pleased the R8’s optional ceramic brakes might make it to North America. They’re strong, completely free of fade, and—unlike the on-off brakes in the Gallardo—can actually be modulated for smooth driving.

Audi won’t pinpoint when the V-10 R8 will go on sale or what it will cost. We’ll bet on late this year at the earliest, with a premium of maybe $45,000 over the V-8 R8’s $117,500 base price.

2009 VW Jetta TDI Road Test: Turbocharged Torque

Torque is described as a force that tends to turn things and, in the case of the 2009 Jetta TDI, its abundance turned me into a fan of this latest in a long line of Volkswagen "oil-burners" by providing strong performance and flexibility along with exceptionally high levels of fuel economy.

Torque is what you get when you, for example, tug on the handle of a wrench to tighten or loosen a nut. Doing so exerts a twisting force still expressed here, in Ye Olde English, in lb-ft, as nobody on this side of the Atlantic has any idea what a newton-metre is.

Torque in an engine is generated by burning a fuel/air mixture in a cylinder, with the pressure of the expanding gases pushing the piston, which is linked to the crankshaft by a connecting rod, downwards.

As this occurs, the angle generated by the crankshaft "throw" increases and the rod, like the wrench handle above, rotates the crank. And that, with a few things such as clutches and transmission gears in between, is what makes your car move.

The Jetta TDI, with its turbocharged diesel engine, does this with a degree of vigour, accompanied by a high degree of overall flexibility not normally experienced in the compact-car category. Most small-displacement gasoline engines don't produce a lot of torque, and what they do is generated at higher engine speeds.

The TDI's four-cylinder engine delivers a disproportionate (for its displacement) amount of low rpm "grunt" that lets it charge off the line like a V-6 but also maintains that strong pulling power at highway speeds.

This allows it to coast along at minimal revs in top gear while sipping fuel at such a frugal rate that 1,000 km per tank wouldn't be an unlikely achievement. In fact, the number on the trip computer that estimates how much distance I had before needing more gas disconcertingly went up for the first hundred kilometres or so that I drove the car.

The TDI's arrival last year marked the return of the popular diesel engine option to the VW lineup in North America — it hadn't been able to sell a diesel here in 2007 due to U.S. emission standards — and the Jetta range now offers three engine choices, each of which gives the car a different driving character.

There's a gasoline-fuelled, 2.5-litre, four-cylinder that makes 177 hp at 5,700 rpm and 177 lb-ft of torque peaking at 4,250 rpm. With six-speed automatic transmission, it delivers very good performance and fuel economy ratings of 10.5 L/100 km city and 7.2 highway.

Also available is a performance-oriented, gas-burning, turbocharged 2.0-litre unit rated at 200 hp at 5,100 rpm and 207 lb-ft of torque from 1,700-5,000 rpm. This makes the 2.0 TSI Jetta a very quick car indeed and, thanks to the turbo, produces plenty of torque over that wide rpm range, which helps it garner very good fuel economy ratings of 9.0 city and 6.8 highway.

The 2.0-litre, four-cylinder diesel engine in the TDI delivers the least power, 140 hp at 4,000 rpm, but the most torque, 236 lb-ft, all of which is available from 1,750 to 2,500 rpm. Its fuel economy ratings are 6.8 city and 4.9 highway. The on-board readout was showing an average of 7.1 L/100 km when I returned it.

The "oil burner" appellation used above is in reference to the bad old days of low-powered and stinky diesel engines. This new one makes 40 hp more than the previous 1.9-litre unit and burns ultra-low-sulphur diesel very efficiently and cleanly and is also quieter.

And the direct shift gearbox (DSG) is a treat, snapping off lightning-quick shifts automatically or allowing you to select gears yourself. Although it takes a while to get used to the fact that it only revs to about 4,500 rpm between the gears, acceleration is surprisingly strong.

And its direct steering, firm suspension and good brakes also contribute to making it a very enjoyable car to drive.

The Jetta TDI is available in base manual transmission Trendline form at $24,275, in Comfortline trim at $26,775 and Highline versions go for $29,775. Our DSG-transmission-equipped tester had a sticker price of $31,175 and an all-in-but-the-taxes cost of $33,510. By comparison, a base gasoline Jetta 2.5 goes for $21,975 and a base 2.0 TSI for $27,475.

The base TDI comes with the usual features at this price, plus cruise control, climate control, 16-inch wheels, exterior temp gauge, a single CD audio system and front, side and side-curtain airbag systems.

The Comfortline has some extra chrome trim, a power-reclining driver's seat, heated seats, leather-wrapped wheel and a premium six-disc audio system. The Highline adds a compass, leather upholstery, a multi-function wheel, a sunroof and a rear armrest/pass-through.
In typical VW fashion, the interior is designed to meet more utilitarian than utopian standards for style. There's rather-uninspired plastic aplenty, not only where you can see it but also feel it — the surprisingly nasty and hard-edged door pull, for example.

The somewhat stark look and feel is ameliorated by stitched padding on the armrests, rather-nice mesh-finish aluminum trim and thin aluminum bezels around the gauges that perk up the plainness a bit.

The cabin is quiet enough at highway speeds, the leather-clad front seats are supportive and comfortable, the rear seat will handle two in comfort, headroom is good front and rear and the trunk capacity is fine at 400 litres.

In fact, if I had to cover a lot of mileage on an annual basis, I'd be happy to do it in the TDI, and would likely save some money if I kept doing it long enough. But the potent 2.0 TSI turbo's fuel economy numbers are pretty good, too, and it would still be my choice among the Jetta triad.

2009 VW Jetta TDI Road Test: Turbocharged Torque

Torque is described as a force that tends to turn things and, in the case of the 2009 Jetta TDI, its abundance turned me into a fan of this latest in a long line of Volkswagen "oil-burners" by providing strong performance and flexibility along with exceptionally high levels of fuel economy.

Torque is what you get when you, for example, tug on the handle of a wrench to tighten or loosen a nut. Doing so exerts a twisting force still expressed here, in Ye Olde English, in lb-ft, as nobody on this side of the Atlantic has any idea what a newton-metre is.

Torque in an engine is generated by burning a fuel/air mixture in a cylinder, with the pressure of the expanding gases pushing the piston, which is linked to the crankshaft by a connecting rod, downwards.

As this occurs, the angle generated by the crankshaft "throw" increases and the rod, like the wrench handle above, rotates the crank. And that, with a few things such as clutches and transmission gears in between, is what makes your car move.

The Jetta TDI, with its turbocharged diesel engine, does this with a degree of vigour, accompanied by a high degree of overall flexibility not normally experienced in the compact-car category. Most small-displacement gasoline engines don't produce a lot of torque, and what they do is generated at higher engine speeds.

The TDI's four-cylinder engine delivers a disproportionate (for its displacement) amount of low rpm "grunt" that lets it charge off the line like a V-6 but also maintains that strong pulling power at highway speeds.

This allows it to coast along at minimal revs in top gear while sipping fuel at such a frugal rate that 1,000 km per tank wouldn't be an unlikely achievement. In fact, the number on the trip computer that estimates how much distance I had before needing more gas disconcertingly went up for the first hundred kilometres or so that I drove the car.

The TDI's arrival last year marked the return of the popular diesel engine option to the VW lineup in North America — it hadn't been able to sell a diesel here in 2007 due to U.S. emission standards — and the Jetta range now offers three engine choices, each of which gives the car a different driving character.

There's a gasoline-fuelled, 2.5-litre, four-cylinder that makes 177 hp at 5,700 rpm and 177 lb-ft of torque peaking at 4,250 rpm. With six-speed automatic transmission, it delivers very good performance and fuel economy ratings of 10.5 L/100 km city and 7.2 highway.

Also available is a performance-oriented, gas-burning, turbocharged 2.0-litre unit rated at 200 hp at 5,100 rpm and 207 lb-ft of torque from 1,700-5,000 rpm. This makes the 2.0 TSI Jetta a very quick car indeed and, thanks to the turbo, produces plenty of torque over that wide rpm range, which helps it garner very good fuel economy ratings of 9.0 city and 6.8 highway.

The 2.0-litre, four-cylinder diesel engine in the TDI delivers the least power, 140 hp at 4,000 rpm, but the most torque, 236 lb-ft, all of which is available from 1,750 to 2,500 rpm. Its fuel economy ratings are 6.8 city and 4.9 highway. The on-board readout was showing an average of 7.1 L/100 km when I returned it.

The "oil burner" appellation used above is in reference to the bad old days of low-powered and stinky diesel engines. This new one makes 40 hp more than the previous 1.9-litre unit and burns ultra-low-sulphur diesel very efficiently and cleanly and is also quieter.

And the direct shift gearbox (DSG) is a treat, snapping off lightning-quick shifts automatically or allowing you to select gears yourself. Although it takes a while to get used to the fact that it only revs to about 4,500 rpm between the gears, acceleration is surprisingly strong.

And its direct steering, firm suspension and good brakes also contribute to making it a very enjoyable car to drive.

The Jetta TDI is available in base manual transmission Trendline form at $24,275, in Comfortline trim at $26,775 and Highline versions go for $29,775. Our DSG-transmission-equipped tester had a sticker price of $31,175 and an all-in-but-the-taxes cost of $33,510. By comparison, a base gasoline Jetta 2.5 goes for $21,975 and a base 2.0 TSI for $27,475.

The base TDI comes with the usual features at this price, plus cruise control, climate control, 16-inch wheels, exterior temp gauge, a single CD audio system and front, side and side-curtain airbag systems.

The Comfortline has some extra chrome trim, a power-reclining driver's seat, heated seats, leather-wrapped wheel and a premium six-disc audio system. The Highline adds a compass, leather upholstery, a multi-function wheel, a sunroof and a rear armrest/pass-through.
In typical VW fashion, the interior is designed to meet more utilitarian than utopian standards for style. There's rather-uninspired plastic aplenty, not only where you can see it but also feel it — the surprisingly nasty and hard-edged door pull, for example.

The somewhat stark look and feel is ameliorated by stitched padding on the armrests, rather-nice mesh-finish aluminum trim and thin aluminum bezels around the gauges that perk up the plainness a bit.

The cabin is quiet enough at highway speeds, the leather-clad front seats are supportive and comfortable, the rear seat will handle two in comfort, headroom is good front and rear and the trunk capacity is fine at 400 litres.

In fact, if I had to cover a lot of mileage on an annual basis, I'd be happy to do it in the TDI, and would likely save some money if I kept doing it long enough. But the potent 2.0 TSI turbo's fuel economy numbers are pretty good, too, and it would still be my choice among the Jetta triad.