2014 Volkswagen Jetta Hybrid: Think Carefully

Diesel cars are doing well in Quebec. With the exception of the ever-present odour when filling up, diesel has a whole host of advantages, including reduced fuel consumption, exceptional autonomy and very high torque, which comes in very handy for passing, among other things. Volkswagen knows a thing or two about diesel engines, so why are they making a Jetta Hybrid?

Volkswagen makes no bones about it: their objective is to become the world’s largest automaker by 2018. To achieve this goal, VW needs a complete line-up. On the other hand, the United States, a significant market if there ever was one, has been slow to take to Volkswagen and, predictably, the Jetta TDI isn’t exactly shattering sales records there. Americans are only just beginning to understand that diesel engines don’t cause cancer and you can approach one without wearing a HAZMAT suit. In this context, the Jetta Hybrid makes sense, and there’s no doubt that it will attract a public that may be lukewarm to the idea of diesel but who want the best for the planet. What’s more, hybrid technology is generally more economical in town than a diesel.

• Also: 2013 Volkswagen Jetta Hybrid: The Lone Cowboy of the Hybrid World

Spot the difference

To the untrained eye, the Jetta Hybrid differs little from an ordinary Jetta. Sure, there are a few “Hybrid” logos here and there, but other than that, the most noticeable difference is the headlamps, which have a row of LED lights. There are also a few differences in back but they’re minor by comparison. When you look closely, however, you’ll spot a good number of aerodynamic improvements that lower the drag coefficient, a must for any car aiming to use as little fuel as possible. The passenger compartment is almost identical, but the unique characteristics of hybrid technology means that the dashboard gauges had to be unique as well.

Let’s talk mechanics

The drivetrain is what really sets the Jetta hybrid apart: the gas engine is a 1.4-litre four-cylinder turbo with fuel injection and the unique advantage of having an intercooler. The electric motor is found between the gas engine and the transmission and deploys 20 kW (27 horsepower). Combined, they provide 170 horsepower and 184 lbs-ft of torque at 1,000 rpm. The 1.1-kWh lithium-ion battery is located on the rear axle.

Rather than throwing in a common CVT between the engine and motor and the front wheels, the engineers decided on a twin-clutch automatic transmission with seven speeds! Yes, you read that correctly: seven, sept, siete, VII. Driving fans will be grateful to VW for years to come!

Fuel consumption problem?

All those technical specs are well and good, but does the Jetta Hybrid live up to its promise of reduced fuel consumption? Volkswagen is announcing 4.5 L/100 km city and 4.2 highway, but I averaged 6.7 instead according to the on board computer and 6.8 when calculated by hand (43.02 litres for 624 km) on my weeklong test drive in November. It’s a long way from the figures offered by VW, but they seemed to be in line with those recorded by other journalists.

Although the fuel consumption is moderate, it’s not exceptional. A TDI version is just as good, at least for those who do more highway than city driving, as was the case during our test drive. Where the Hybrid has a leg up is when it comes to CO2 emissions. According to Natural Resources Canada, a Jetta Hybrid emits 2,024 kg/year while a diesel Jetta emits 3,132 kg/year. A basic Jetta with a 2.0-litre engine produces 3,496 kg/year.

VW will tell you that you can drive in “ions” mode up to 60 km/hr (70 in e-mode) but if you can do it, you’ll have to be a lot more patient or less afraid of other drivers’ reactions than I was. Activated using a button on the console, “E” mode helps the vehicle drive longer and – in theory – reach a higher speed in all-electric mode.

You can be green and have fun!

The fact remains that the Jetta Hybrid is, by far, the most pleasant of all hybrids to drive. As with most hybrids, once it gets going you don’t even notice that you’re driving a hybrid.

The accelerations and pick up are direct and the handling is solid, although you feel the 50-odd kilos of the battery weighing a little more on the independent rear suspension than in a GLI. That said, you’ll have to push it pretty hard to feel the weight of the battery, and I’d be surprised if the average hybrid car buyer has that much fun. The steering is decent but, strangely, it was the brakes that disappointed me. They aren’t terribly progressive and are extremely spongy, which gets old fast. I ended up getting used to the brake pedal’s whims, but not before uttering some choice words of the four-letter variety.

A common irritant with most hybrids is battery location, which is invariably in the trunk, and the Jetta hybrid is no different. Its trunk capacity is 320 litres while the regular version has a 440-litre capacity. Fortunately, the engineers managed to set aside enough space to allow you to transport longer items, once the seatbacks are folded down, that is. Some of our other observations from our weeklong test drive included heated seats that didn’t get too hot, a very well designed foot rest and good stability, even in strong crosswinds.

Crunch the numbers. Then crunch them again, just to be sure...

Price makes things even more complicated. We test drove the most opulent version, the Highline, priced at $35,300, but you can opt for the Trendline for less than $29,000. A TDI Highline sells for about $28,000. If you factor in the TDI resale value, which should be far better than the Hybrid’s, the choice seems simple. Oh, I almost forgot: you can travel more than 1,000 km with a tank of diesel, but less than 700 km with the hybrid.

At the risk of repeating myself, the Jetta Hybrid will appeal to a certain demographic and will even be a more logical choice than a TDI in certain circumstances. Doing a more detailed economic study would surely reveal more nuances, but the final result would likely be the same. Weight your options carefully before buying this car.