Bliss is a diesel and a wagon
Two things auto writers traditionally love: station wagons and diesel engines. It seldom gets better than when they’re combined, as in Volkswagen’s Golf Sportwagon.
You can get this compact hauler with a 1.8-L turbo gasoline engine, starting at $22,495, but my tester packed the real deal: the 2.0-L diesel TDI engine (which, by the way, stands for Turbocharged Direct Injection, referring to the turbocharger that squeezes air into the cylinders for more power, and an injection system that squirts the fuel into the engine’s combustion chamber).
Still more choices. You can get it with a six-speed manual transmission or a six-speed dual-clutch automatic. And you can order the diesel and either transmission across all three trim lines, starting with the Trendline at $24,995 with the manual gearbox, all the way up to my topline Highline tester with automatic, at $34,195. My car was then topped up with a $2,220 Multimedia Package, the only option on the Highline, which added navigation, adaptive HID headlamps and LED running lights, forward collision warning and a premium stereo from famed guitar-and-amp company Fender.
So what makes a diesel such a lovable lug? First is strength. Diesels make relatively little horsepower but they lie on the torque, the twisting strength that gives you acceleration, and at low engine speeds. So while the Sportwagon’s diesel spins out150 horses, it churns out 236 lb.-ft. of torque and at just 1,750 r.p.m. Put your foot down, and this little car really pulls, even if you’re already at highway speeds.
Second is fuel economy. A week earlier, I’d driven a gasoline-powered Golf under pretty much the same conditions as I did the diesel. The bottom line for me was 8.1 L/100 km on gas, and 6.6 on diesel, which also translates into longer range and fewer stops for filling up. Drivers do have to account for that $2,300 to $2,500 premium (depending on the trim line) to get the diesel engine, as well as diesel’s generally higher price at the pumps.
Third isn’t quantifiable. But there’s just something about a diesel’s growly rumble that’s music to my ears. An acquired taste, to be sure, but it’s surprisingly addictive.
Be aware that the engine does require diesel exhaust fluid, or DEF, which Volkswagen markets under the name AdBlue. A car has to be more than its engine, and the Sport- wagon delivers. The ride is comfortable, the steering is sharp and the dual-clutch transmission delivers smooth and lightning-quick gear changes to keep the engine in its sweet spot.
My top-line Highline came stuffed with that trim level’s premium features, including dual-zone climate control, a huge dual-pane glass sunroof, leather upholstery, rain-sens- ing wipers and auto-dimming mirror. While it’s a lot of stuff for the price, the cabin’s plain, plastic-heavy design didn’t really look like it belonged in a car that, with its option package, came to $36,415.
The add-on navigation system includes a proximity sensor. Put your hand near it, and the menu magically pops up on the touchscreen. For all that sophistication, though, its voice command still requires you to slowly-recite your destination line by line, when many other systems let you speak the whole thing at once.
The generous cargo area gets even bigger when you drop the flat-folding rear seats — and unlike some annoying Volkswagens of days gone by, you no longer have to remove the head restraints to accomplish this.
And if you are a wagon fan, get ready. The Golf Sportwagon is only front-wheel drive for now, but Volkswagen has promised two upcoming additions over the next couple of years: an all-wheel model that looks the same as the current Sportwagon, and the Alltrack, with raised suspension. Throw in that diesel, and this could be the start of another beautiful friendship. Jil McIntosh is a regular contributor to Toronto Star Wheels. For more Toronto Star automotive coverage, go to thestar.com/autos. To reach Wheels Editor Norris McDonald: nmcdonald@thestar.ca