First Drive Review
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Yes, you’ll still be able to buy one with a diesel and a stick.
Most enthusiasts have vehicular tastes that are quite different from those of the average buyer. We understand the qualities that make, say, the Toyota Camry a sales juggernaut, but usually prefer something far less mundane for our daily driver. We love driver involvement, which is why we carry a torch for the manual transmission; we appreciate the efficiency and torque of a diesel engine; and, when we need practicality, we usually shun crossovers for station wagons, which offer similar versatility but with passenger-car performance. But the pickings can be slim in the States if you require just one of these three criteria—and good luck finding them all in one vehicle. Well, outside of a Volkswagen dealership, that is.
Indeed, the current Volkswagen Jetta SportWagen, which is closely related to the outgoing sixth-gen Golf, is available with both a diesel and a stick. But while it will continue to be sold here for another year or so, the next-generation model already is being launched in Europe, where we just drove it. Overseas, the car is known as the Golf Variant or the Golf Estate; we expect it to drop the Jetta branding and simply be called SportWagen when it arrives here for the 2015 model year. The name change will be executed in the name of accuracy, as the next SportWagen is derived directly from the MQB-based 2015 Golf, while the Jetta soldiers on with the older PQ35 platform.
We spent a day with several Euro-spec variations of the SportWagen, and our favorite by a considerable margin was equipped with—you guessed it—a six-speed manual transmission and the wonderful 150-hp 2.0-liter TDI. Cruising in light traffic on the freeway, we could imagine mileage cresting 50 mpg pretty easily, and it emits little more than a reassuring purr. And it delivers when asked to charge forward. While VW’s stated 0-to-60 figure is unimpressive at nearly nine seconds—we predict our testers will be able to hit 60 in about eight—the gobs of low-end grunt make it feel quick, especially off the line. All 236 lb-ft of torque are served up from 1750 to 3000 rpm.
In Europe, several smaller-displacement gas and diesel engines are on offer, as are five- and six-speed manuals and six- and seven-speed DSG dual-clutch automatics. In the U.S., we’ll get the 2.0-liter diesel four-cylinder (with a urea-based NOx reduction system) as well as a gas-fired 1.8-liter TSI turbocharged four with 170 horsepower and 184 lb-ft. Our transmission choices will be limited to a six-speed manual and a six-speed DSG, which is fine by us.
The move to MQB bones makes the SportWagen lighter than its predecessor, which not only helps powertrain performance and efficiency, but also handling. The current Jetta SportWagen is good to drive and rides nicely, but the new car is a bit tighter and bit more athletic in its responses, and the structure feels rigid. All major chassis components are shared with the new-gen Golf, including the electric power steering, which is light but linear and precise.
An incredible number of driver-assistance systems darkens the European options list. They are useful, we suppose, for those who choose to devote their attention to activities unrelated to driving, such as juggling coffee cups or checking Facebook on their phones. The U.S.-market specifications haven’t been finalized, but it’s safe to assume that we’ll be offered far fewer nannies. The reasons are twofold: VW wants to keep vehicle cost down, and the Mexican factory that will build our SportWagens isn’t set up for the production complexity seen in the European build site. Trust us: You won’t miss the stuff.
As with its chassis, the SportWagen shares its cockpit and seating accommodations with the Golf, and both are above average for the segment and price level. The materials feel soft and costly, and the instrumentation looks premium. Cargo space more than doubles when you fold down the rear seats, at which point the trunk floor is a full 72.1 inches long. That should be plenty for most families. One caveat is that taller families might want to steer clear, as rear legroom disappears when the front seats are pushed rearward.
While we’d love to see Volkswagen produce wagon versions of the GTI or the diesel GTD—or even the next-gen Golf R—this SportWagen is the next best thing, offering comfort and practicality in a well-rounded package that won’t bore enthusiasts. In other words, it’s our kind of car.
Specifications
VEHICLE TYPE: front-engine, front-wheel-drive, 5-passenger, 5-door wagon
ESTIMATED BASE PRICE: $22,000
ENGINE TYPES: turbocharged and intercooled 16-valve 1.8-liter inline-4, 170 hp, 184 lb-ft; turbocharged and intercooled 16-valve 2.0-liter diesel inline-4, 150 hp, 236 lb-ft
TRANSMISSIONS: 6-speed manual, 6-speed dual-clutch automatic with manual shifting mode
DIMENSIONS:
Wheelbase: 103.7 in
Length: 179.6 in
Width: 70.8 in Height: 58.3 in
Curb weight (C/D est): 3000-3200 lb
PERFORMANCE (C/D EST):
Zero to 60 mph: 7.8-8.1 sec
Standing ¼-mile: 15.916.2 sec
Top speed: 125 mph
FUEL ECONOMY (C/D EST):
EPA city/highway: 26-32/33-43 mpg
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