Most Golfs are sold as diesels and they suit the solid family hatch well, with punchy manners compensating for a little more noise than rivals. Of the two, the costlier 2.0-litre is quieter but not as economical as the 1.9-litre. All units are famed for their high torque outputs, though the actual powerband is rather narrow. In the quicker TDI 170, this can lead to sudden bursts of acceleration and tail-off at higher revs. The front wheels can easily lose traction too, and plenty of gearchanges are called for on twisting roads to stay within the power band. But in-gear acceleration of all is excellent and effortless. All Golfs, with their high-tech rear set-ups, corner with assuredness while also offering a good ride quality over all surfaces - though stiffer springs, to cope with the extra weight of the oil-burning powerplants, means the ride isn't quite as good as petrol models'. The engines are, as noted, louder too, with some start-up rattle and idle clatter, though they're much more refined when cruising.

Marketplace
The TDI badge is a brand in itself. Both 103bhp 1.9-litre and newer 138bhp 2.0-litre motors are huge sellers, particularly as the latter is available in sporty 167bhp guise too. Other than the 'TDI' badge on the boot, it's hard to distinguish diesel Golfs from petrol models, though twin exhausts are often a giveaway. Key rivals include the Ford Focus TDCi, Vauxhall Astra CDTi and Honda Civic CTDI, though plusher variants also do battle with the Audi A3 TDI and BMW 1-Series diesel. There's even a semi-performance 'GT' version.

Owning
Inside, the usual well laid out VW cabin and excellent seating position impress. Spacious and roomy, the hatchback is still one of the most comfortable cars in the class and well designed for long journeys. Quality is to be expected with a VW too, and the Golf is no exception, with a solid feel that no rival can match. That's what you pay for, with prices a cut above direct rivals. But insurance is OK, the five-star Euro-NCAP result is excellent and variable intervals help cut servicing costs. Where the Golf is a big winner, however, is with residuals. It's worth notably more than rivals after three years; you do pay more initially - and TDIs demand a premium over the comparable petrol version but you get it back. All diesels return very impressive economy figures as well - even the 170bhp version averaged over 40mpg in our hands during testing. If fuel bills are your primary concern, the TDI still makes sense

2010 Volkswagen Golf TDI

It's time for American consumers to stop being scared of small diesel cars. Currently, we can't think of a single automaker that isn't shelling out bags of money to research and develop new hybrid powertrains – cars that are efficient first and fun-to-drive second (or third, or fourth). Diesel vehicles, on the other hand, offer a different sort of solution. Gobs of torque delivered at low revs and impressive fuel economy work together without sacrificing too much in the way of driving pleasure. Besides, does anyone really want to live in "One Nation Under Prius?"

Volkswagen introduced us to its new Jetta TDI a little over a year ago, proving that clean diesel technology offers a way forward for anyone who gives a hoot about driver involvement. Now, the automaker has fitted its well-received 2.0-liter diesel engine in the all-new sixth-generation Golf. Can this hatch prove to America that it's possible to fuse efficiency and enthusiasm together in a high-quality package? Can you really have your cake and eat it, too? Hit the jump to find out. 

The 2010 Golf is simple yet stylish. Gone is the chrome-heavy nose of the last-generation car, and while the overall shape hasn't changed a whole lot, it's important to note that the MkVI Golf doesn't share a single piece of bodywork with the MkV Rabbit (yes, we're glad the name has been changed back, too). What Volkswagen has done is something that's really underappreciated – make a car that's visually appealing while not being over the top. These days, it seems that some automakers put too much effort into creating bold design for little more than shock value, and it's refreshing to see that Volkswagen stands by its core goal of attractive simplicity.

TDI models come standard with a more robust kit of appearance extras, including foglamps and ten-spoke wheels wrapped in 225/45 17-inch Continental ContiProContact tires. The larger alloys are very sharp, and having the wheel wells pushed out to all four corners lends the hatch a more aggressive stance. What's more, the MkVI Golf is one inch wider than the outgoing Rabbit, but 0.4 inches shorter in length, and while these minor dimension adjustments aren't immediately noticeable when walking up to it, they indeed improve the platform's overall dynamics once you're plowing down the road. But we're getting ahead of ourselves.

To reiterate on a phrase we used earlier, a theme of attractive simplicity is indeed carried over into the VW's interior styling, with an added dollop of refinement, to boot. If there's one thing we'll never complain about regarding Volkswagen products, it's the high quality feel that's put into every interior across the automaker's lineup. Every touchable surface in the Golf's cabin feels class-above great, and if you take time to really study every part of the cockpit, Volkswagen's attention to detail is easily recognized. Even the most untouched bits of plastic have been carefully fitted and fastened to create a cabin that feels really, really solid.

The TDI is the most expensive model to carry the Golf moniker, but with it comes a host of standard equipment only available as options on lesser trim levels. Steering wheel-mounted audio controls, a touchscreen audio interface with six-disc CD changer, multimedia device interface, Bluetooth connectivity and Sirius satellite radio round off some of the infotainment staples, and things like carpeted floor mats, leather-wrapped shift knob and handbrake, and rear HVAC vents add to the already sizable raft of interior refinements. In keeping with the aura of simplicity surrounding the Golf, all of the cabin switchgear is easy to locate, with dials and buttons falling right to hand. Our test car was equipped with VW's newer optional navigation system, which is incredibly simple and intuitive to use. We like the integration of the auxiliary media input into the interface, and while the graphics and controls aren't as high-tech as what you might find in Ford's much-loved SYNC system, they're better than the systems found in competitors like the Honda Civic or Nissan Sentra (though, to be fair, those vehicles retail at substantially lower price points similarly equipped), as well as newer competitors like the Mazda3.

Overall levels of comfort are quite good, and we're big fans of the highly supportive seats that Volkswagen has fitted in the Golf. Bolstering for both the seat backs and bottom cushions are excellent, and if you find yourself doing any spirited driving (which you should – trust us), your body won't slide around at all. What's more, the vast levels of support also provide generous levels of comfort. We never felt fatigued or sore after long stints of driving. Rear seat passengers are forced to deal with a flat, though relatively comfortable bench, but if you're going to be a passenger in a Golf, call shotgun. Seriously. 

The shining star of the Golf TDI, however, is its engine. Volkswagen introduced its 2.0-liter turbodiesel four-cylinder mill to the U.S. in late 2008 with the launch of the Jetta TDI, and we've always been quite fond of this powerplant. Offering 140 horsepower and 236 pound-feet of torque, the diesel hatch has more than enough power for any sort of driving scenario, while still providing excellent efficiency. Volkswagen claims 30 miles per gallon in the city and 42 on the highway for our DSG-equipped test car, and without even trying to drive efficiently, we easily pulled off 37 mpg during our week-long test. This is clearly the most attractive part of the TDI package to consumers, but for enthusiasts, there's another hidden treat. Superb fuel economy is one thing, but being able to achieve it under spirited driving is another thing, and when we find ourselves discussing the Golf TDI with friends and colleagues, the first thing we talk about is how good to drive the little hatch is, not what sort of mileage numbers we achieved. 


Off the line, all 236 pound-feet are fully delivered between 1,750 and 2,500 rpm, and there's really never a need to rev higher in any gear. The 140 available horses come on fully at 4,000 rpm, but we're quite fond of diesel power delivery and were happy to leave the tachometer needle sitting below 3,000 in all six gears. Volkswagen claims that runs to 60 miles per hour can happen in 8.6 seconds, and while that figure certainly won't blow you away, keep in mind – this car was built for efficiency, not speed. The six-speed dual-clutch gearbox is a good fit for the 2.0-liter TDI mill, though the addition of steering wheel-mounted paddle shifters is a little nonsensical with all that torque. With the shifter left in 'D,' the transmission keeps the revs right where you want them, and we never felt the urge to move through the gears ourselves. Plenty of power is available down low for passing situations, and we love being able to leave the transmission in sixth gear when overtaking slow-moving trucks on the highway.

As we've come to expect from German-bred cars, the TDI's handling dynamics are up to par for the segment – if not over. Interestingly, diesel models benefit from sportier suspension geometry over normal gas Golfs, making it a real champ for enthusiastic jaunts down our local back roads. The Golf's suspension is nicely composed through the bends, with little body roll to speak of – even during aggressive handling maneuvers. What's more, the sportier suspension setup was never a hassle on the cracked, pothole-ridden streets of metropolitan Detroit – the ride is disciplined and well-snubbed, but not harsh. It's a real winner, and when matched with the power delivery characteristics of the TDI mill, we find the Golf to be exceptionally poised for all types of driving, both calm and spirited. No, it's not going to run toe-to-toe with big brother GTI, but it's surprisingly good when pushed.

Overall steering feedback is quite good, though we take slight issue with the rather dead on-center feeling. Still, a lack of torque steer and quick response by the driven wheels inspire confidence. The brakes themselves work perfectly well, but there's quite a bit of travel in the actual pedal and a general feeling of mushiness when stopping. That gripe aside, we're very impressed with the Golf TDI's dynamics. It isn't a performance car, but if you're listening, it's game for being driven like one.

So while the Golf TDI may earn a gold star in our road test, we're still a little weary of Volkswagen's overall reliability and propensity for electronic glitches, though the automaker has stated on many occasions that it is working hard to resolve these issues. Then there's the issue of price. Golf TDI models start at a relatively modest $22,354, but adding on features like the navigation package, sunroof and fancy gearbox will easily add thousands to that price. It's a great car, this TDI, but we can't help raising our eyebrows at the $28,260 as-tested figure of our four-door test car. Still, tread lightly on the options list, maybe stick with the a-okay six-speed manual transmission, and you've got a tidy little package for a reasonable amount of coin – especially in view of how much you'll save on fuel.

We think people who look beyond the Golf TDI's price tag will be extremely impressed. It's worlds better to drive than your run-of-the-mill Prius or Civic Hybrid, and there isn't too much of a fuel economy sacrifice in the long run. Plus, the car's robust interior packaging and high levels of refinement make it feel much more upscale than its price tag would suggest. We'd gladly drive one every day of the week.

Volkswagen Golf TDI

The Volkswagen Golf is one of the most iconic small hatchbacks of all time. Introduced in 1974, more than 27 million have been sold, making it the world’s third best-selling car. Now, in its sixth generation, the Golf returns with a full redesign and Volkswagen’s 50-state compliant TDI clean-diesel engine under the hood. The most recent generation was launched as the Rabbit in 2007, but Volkswagen reverts back to the Golf name for 2010. We test-drove this greener Golf on its mother soil, in Deutschland, on an open-road route that took us from Wolfsburg to Dresden to Berlin.

The Golf TDI powertrain utilizes an electronically controlled turbocharger and fuel injection system to achieve better fuel economy and performance than the standard gas-powered model. The 2.0-liter diesel engine provides 140 horsepower and a stout 236 pound-feet of torque. Fuel economy is 30 city/42 highway with a six-speed automatic transmission, and 30 city/41 highway with a six-speed manual. That’s about 30 percent better than the Golf’s 2.5-liter gas engine. Volkswagen claims the Golf’s range is just short of 600 miles on a tank of diesel.

Expect to pay about a $3,000 premium for the Golf’s diesel version. The base 2-door, 2.5-liter gas-powered Golf starts at $17,600 and the 4-door at $19,300. The Golf TDI starts at $22,200 and $22,700 for the four-door. Like the Jetta, the Golf TDI models come with a higher level of equipment.

Hybrid Comparison

Compared to conventional diesel engines, the TDI releases 95 percent fewer sooty emissions thanks to a trap and burn system—not the urea-based approach taken by Mercedes-Benz, BMW and Audi. (See our article on the "Two Paths to Clean Diesel."

Despite the advanced clean diesel system, the Golf TDI is not as squeaky clean on emissions as the cleanest hybrids. Moreover, in terms of efficiency, the Golf TDI falls 8 mpg short of the Prius’s highway mileage rating, and 20 mpg in the city. All of the top-tier hybrids, including the Toyota Prius, Ford Fusion Hybrid, Honda Insight, and Honda Civic Hybrid, handily beat the Golf TDI’s city mileage—bringing the in-town benefits of hybrids into sharp relief.

In fairness, a similarly equipped Prius or Fusion would cost at least a few thousand dollars more than the Golf TDI.

Efficiency, Speed and Fun

With our automatic-equipped tester, we achieved an impressive 39.8 miles per gallon (after converting from liters per 100 kilometers) on our 326-mile triangular trek between the three German cities. That exceeds all gas-powered subcompacts and displays fuel-efficiency resembling many hybrid cars—although not quite in the league of Prius and Insight especially when driven with restraint (which we admittedly lacked in Germany). Approximately 80 percent of the journey took place at highway speeds ranging anywhere from 75 miles per hour to 120 miles per hour. After all, this is the Autobahn.

If our test had occurred on more speed-limited American highways, it’s likely that our combined mileage loop would have beat the EPA’s highway rating of the car. About 20 percent of our German mileage loop occurred on smaller country roads and slower, more congested in-town traffic. At the end of our trip, the fuel gauge showed exactly one-half tank of fuel, confirming VW’s claim of a 600-mile cruising range.
The Golf delivers lots of spirit and fun with a healthy dose of off-the-line performance and passing power. That’s what you get when you have a small car with an abundance of diesel-driven torque. Not so much that it overwhelms the chassis, yet enough to give the driver reason to let loose in traffic (when that's even possible on our crowded roadways).

Road Manners

In terms of drivability, the new Golf is smooth and solid. It offers a ride comparable to larger premium vehicles. This was best seen on the highway, where the Golf plowed ahead in a balanced and comfortable manner. Even at speeds exceeding 100 miles per hour, the car feels extremely steady. There is virtually no small car wavering or drifting. It holds its place on the road as larger cars and trucks pass by at higher speeds, unlike many compacts and subcompacts that get blown around by bigger vehicles or lateral wind gusts.

The Golf has always been a sporty handler, but even that attribute has been improved upon, thanks to a redesigned suspension. The Golf takes tight corners and twisty roads with plenty of confidence. Body roll is minimal, and overall, the Golf feels quick and nimble.

Stylistically, the Golf stays loyal to its genetics and heritage, with some modern interpretation. The front fascia has been revised and lowered for greater aerodynamics and a sportier show. And the car’s wider stance gives it more on-road presence. A number of other small details—like updated taillights and black trim—give the Golf a cleaner, sleeker look.

As with previous generations, the interior of the Golf is much roomier than one would think from the outside. It will seat four comfortably or five in a pinch. With two passengers, expect more room for gear than a couple would ever need. Stylistically, the Golf follows Volkswagen’s philosophy of smart looks, ergonomic design and minimal waste.

The new Volkswagen Golf TDI is an excellent example of a practical and sporty diesel car for the masses. It’s efficient, powerful, and reasonably affordable. Volkswagen has had a great success with its clean diesel Jetta Sportwagen. The company should enjoy an equally enthusiastic reception to the 2010 Golf TDI, selling at a base price of about $22,000. The Golf will draw young urbanites who like getting out of the city on the weekends. And especially those who haven’t warmed up to hybrids, but want 40-plus miles per gallon with brisk highway performance.

2012 Volkswagen Scirocco TDI

Would it make you feel better if I told all you, my fellow Americans, that the Scirocco is nothing more than a Golf with a steeper windshield? What if I said the wider stance, just under an inch and a half in front and almost two and half inches in the rear, makes no difference at all? What about it being an inch and quarter lower -- that can't make any difference, right? If it helps you sleep better, I will tell you all these things -- but they aren't true.

Since the Scirocco's re-release in 2008, American VW fans have been clamoring for a 

chance to own one. It may be just another example of us complaining that we don't get all 

the good stuff, or maybe VW was worried they would fly off lots like the new Jetta. With 

the GTI and the Scirocco's European and U.K. pricing so similar, VW may be concerned that 

instead of attracting new buyers, the Scirocco would take sales away from everyone's 

favorite hot hatch.

The GTI has always been at the top of the small-performance-car stack. It arguably created the hot hatch segment back in the 1970s, and every new generation since has redefined the level of refinement buyers could expect from a usable performance car. What most Americans don't remember is the Scirocco predates the GTI.

 

Volkswagen released the Golf-based variant just before the initial launch of the MK1 chassis in 1974 to work out any early production problems on a lower volume model. Once the GTI went on sale, it stood apart and found a different market. If you're reading this, I'm likely preaching the history lesson to the choir, so let's just get to the meat of this thing and talk about the drive.

After the Frankfurt Auto Show, VW was nice enough to drop off a 2.0-liter TDI DSG Scirocco Sport at the front door of my hotel, at roughly 7 a.m. local time. Those Germans like to get an early start. Sadly, the hotel's valet was full, requiring a mad dash to a nearby parking garage. For those unfamiliar, a German parking garage is a beautiful sight if you appreciate the beauty of engineering and the elegance of simplicity, and you played with Lego or Erector toys as a kid. 

       This garage is almost entirely steel and aluminum. Lattice structures and trusses stack their way to four stories of static car storage efficiency. The entire structure looks like it could be deconstructed, relocated, and reconstructed by a team of five people with only one or two apartments' worth of IKEA furniture experience. But the garage was clearly designed for average European-sized vehicles, and this may be the only time the narrower GTI would have been an advantage. Walking away from the Scirocco in its rubber-lined spot to remedy a half-shaven face was the most difficult part of the ordeal.

Pack bags, check out, back to the car park. Switch Navi to English, decide between the Euro-techno or American '80s radio station, pay 6 Euro minimum parking fee, and out on the road. We don't get the 168-horsepower 2.0-liter TDI in the States, and that is a shame. The Scirocco only undercuts the GTI/Golf TDI by 20 pounds, but with 258 lb-ft of torque, it pulls the ground under you in thick, gooey swathes. It still doesn't have the top end zing of the 2.0t, but feels so much meatier than our 140-horsepower TDI all across the rev range. The European programming of the six-speed DSG is also different from what we get. 

The artificial lag built into the North American spec gearbox doesn't exist on these cars. Aggressive poking of the throttle from a stop will jerk the car forward, something Americans are apparently averse to. Going from a throttle poke to full-on pedal bludgeoning results in tire spinning hoonage for a good 5 to 10 feet before the traction control finally tells you both to calm down. Pity the tires that live underfoot of a driver prone to killing traction control altogether.

Power delivery feels nothing like a classic Scirocco, all of which drank gasoline. The 16 valves were especially rev happy and lean on low-end grunt. This forced induction modern clean diesel is quite the opposite. Roll-on acceleration at 100 kph (62 mph) is effortless and a downshift never crosses your mind. Getting up to 180 kph (112 mph) happens before you can say "Schnitzel," and I find those speeds within the first 10 minutes of driving. Even faster than the acceleration is the realization that Germans actually know, appreciate, and practice left lane etiquette. It is so refreshing to have a slower driver happily move out of the way instead of waving hello with a single finger when approached at a high rate of speed. Yes, putting your ego aside and letting someone pass you really truly does make grass greener and birds sing sweeter for everyone in the world.

Getting over 200 kph is almost too easy. There is no drama, very little noise, and certainly 

no feeling of danger. Again, very unlike older Sciroccos that felt like setting a speed 

record at anything over 100 mph. Sadly, the car is electronically limited to 220 kph, 

roughly 137 mph, although the speedometer did show just a little more than that. Making 

all this even sweeter is that it's all completely legal. Sausage, beer, castles, gummy bears, 

great drivers, unlimited sections of the Autobahn -- there is just so much to love about 

Germany.

Surprisingly, the Autobahn section was the least exciting part of the drive. To back up a bit, our route started in Frankfurt. From there, the car shot almost due east for the high-speed fun before turning north on our way up to Schotten. A distance less than my daily round trip commute turns into an epic road trip because of a fantastic car and some of the best scenery anywhere. 

The Schotten area is flush with motorsports. There are so many areas that claim to be the "home of motorsports" that I am beginning to believe that like most of its devoted participants, racing has no true home and just spends nights on couches all over the world. Regardless, Schotten is home to road rallies, vintage rallies, motorcycle time trials, side car racing, you name it and for the most part, it all takes place on public roads. Needless to say, they have a few good turns and elevation changes in their local forests.

October proved to be a busy month for our long-term 2011 Volkswagen Jetta TDI. Unlike September, where it bounced between our Los Angeles editors, the keys to the Tempest Blue sedan were in my hands through Halloween. During the past month, it has traveled all over Southern California and taken more than a few trips to Los Angeles Airport loaded with my suitcases.

It's hard not to be impressed with the diesel engine and its fuel economy. Displacing 2.0-liters, the turbocharged inline-four generates 140 horsepower. While that first figure isn't particularly impressive, the 236 pound-feet of torque is. Even with five passengers and a full load of soccer equipment in the huge trunk, the Volkswagen Jetta TDI pulls confidently and has no trouble maintaining speed regardless of the grade. The EPA rates the Jetta at 30 mpg city/42 mpg highway – figures that aligned nicely with my overall average of about 36 mpg for the month of October. The TDI's frugality is maximized on the highway, where I have seen better than 50 mpg more than once.

In terms of reliability, there have been no issues to report in the month of October. All switchgear and everything mechanical work well and it doesn't appear to burn engine oil (the dipstick still reads a bit overfilled even after a month of stop-and-go driving). Tire and brake pad wear is almost immeasurable.

Now that I have become familiar with the sloppy transmission shifter and light clutch, they don't bother me. Even the hard dashboard and lack up upscale appointments are last month's complaints. My biggest gripe – and it's likely a deal breaker – are the seats. First, the V-Tex leatherette doesn't breath despite the tiny perforations in its surface. Second, the lumbar support is too high for me – it misses my lower spine. The result is a driver's seat which is genuinely uncomfortable for any trips over half an hour. I came close to purchasing a wood beaded seat cover, just like a taxi driver, and wedging a pillow under it to comfort my vertebrae.

As my time with the Jetta TDI drew to a close, I decided to pamper it with a good detail. With that in mind, I contacted a product specialist at Griot's Garage - I've been using their products for nearly two decades and those guys have helped make car care a religion. After hearing about Autoblog's blue Jetta and learning about its relatively new but slightly marred dark paint (mostly swirl marks from automatic car washes), they were generous enough to send me a Machine One-Step Sealant Kit, a bottle of Machine Polish 2, some Car Wash soap and a dozen microfiber cloths for treatment.


With a bit of elbow grease, several hours on a Saturday and with the help of my son, Autoblog's long-term Jetta eventually emerged sparkling with mirror-like paint. All of the Griot's products performed very well. A little bit of the car wash soap went a long way, the clay bar was generously sized and the microfiber cloths baby-soft. I was most impressed by how easy a random orbital machine makes polish and wax application (this particular Griot's model was fitted with a must-have twenty-five foot cord). According to the company, their One-Step Sealant should keep our Jetta looking good for about six months if properly taken care of.

Volkswagen Passat 2.0 TDI Bluemotion SE

Just announced as American car magazine, Motor Trend's 2012 Car of The Year, there's no doubt that the latest Volkswagen Passat is one of the more stylish and spacious members of the D segment.

Volkswagen might be claiming that the latest model is all-new, but in fact it's a clever face-lift of the 2005 car. To see how it compares with both the Mondeo and Insignia, I spent a week with a Passat 2.0-litre TDi 140 SE Bluemotion, costing £22,035.

This is the first face-lift for the current Passat and is basically a top and tail job. At the front, there's a new version of the Volkswagen family nose, with new lights, grille and a reprofiled front bumper.
Move to the side and there's just a revised set of wing-mirrors and to complete the look, a new set of rear lights, bumper and boot at the back.

Our test car was fitted with one of just three diesel engines available for the Passat, the 2.0-litre, TDi diesel engine with 138bhp. Bluemotion technology tweaks, which include Stop/Start, gearchange indicator and low rolling resistance tyres, equal emissions of just 119g/km and excellent 60.1mpg fuel consumption figures.

The Passat's power-assisted steering is light, but lacks feel and isn't as involving as a Mondeo. Still, it's fine on the motorway. With the long front and rear overhangs, parking the Volkswagen wouldn't have been easy if it hadn't been fitted with the optional front and rear parking sensors and a rear view camera. If you're looking to buy a Passat, this seems £710 well spent.

The Passat's handling is best described as safe rather than exciting. Body roll is well controlled, I just wished it had felt tighter. The ride in general is refined, but considering how supple it is, too many bumps make themselves known in the cabin.
Build quality is up to usual Volkswagen standards and there's no doubt the Passat feels better made than a Mondeo or Insignia. The interior of our SE test car was unexciting, but felt durable and as though it was built to last.

The 2.0-litre TDi diesel engine is generally smooth, refined but is a bit noisy at idle. It gives its best in the mid-range, with a massive 320Nm of torque available from low down the rev range.

The six-speed manual gearbox has a positive change and works well with the diesel engine; 60mph comes up in 9.8 seconds and on to a top speed of 132mph.

A multi-adjustable driving position means most should get comfortable in the front of the Passat, I just wish the seat was more supportive. Legroom in the back is equally generous and the 48 litre boot is a practical size.
Our test car was in mid-range SE trim which includes 17-inch alloy wheels, cruise control, bluetooth and air-conditioning. There were quite a few costly options fitted to our test car including £1,815 of navigation system, with AUX-in socket for connection to mp3 players.

The Passat's single-disc CD stereo is good quality, with plenty of bass and treble from the seven-speakers.

To sum up, whilst the Passat might not be the driver's car of this class, business and private buyers will apreciate the Bluemotion tweaks, which mean useful gains in economy and drops in Co2 emissions. On top of this, the Passat is also well-made, with a spacious interior.

The Volkswagen Golf 1.6TDI BlueMotion is one of the finest cars in the world. Bold statement, so let us make a check-list to prove it. Item 'one' is running costs and environmental credentials. This small family car averages 74.3mpg and returns a staggering 83.1mpg on the extra-urban cycle. Emissions are only 99g/km, so road tax is free. These figures complement the reasonable £18,595 - £19,430 price. Excellent start.

Item 'two' is performance. The 105ps diesel engine propels the Golf to 62mph in a respectable 11.3 seconds, and on to 118mph. It also has 185lb ft of torque so there is plenty of power for over-taking. That brings us to item 'three', equipment.

The specification – with a few cost extras – includes: parking sensors, cruise control, Bluetooth, and MP3 playback. Good stuff, but the Volkswagen Golf 1.6TDI BlueMotion has even more to offer.

Item 'four' on the check-list is practicality. The five-door version of this mile muncher seats four people in comfort and swallows a pleasing 350-litres of luggage. Folding the rear seats flat increases cargo capacity to 1,305-litres. As such, the Golf feels fairly spacious but its footprint is small enough to make town driving easy. This workhorse also has composed handling, feels extremely robust, and earned Euro NCAP's maximum five-star safety rating. That brings us to the final consideration, image. The Golf is tremendously fashionable thanks to its GTI sporting heritage. Happy days. What more could you want?