2009 tdi jetta

2009 tdi jetta DEFAULT

Verdict: 2009 Volkswagen Jetta TDI

Equal Parts Rangemeister and Perception Changer

Volkswagen Jetta Full Overview

"Our Volkswagen Jetta TDI always makes me wonder why today's highly refined, European-bred diesels aren't widely available in the States," writes assistant Web producer Nate Martinez. "My friends thought the same after seeing the high-30 mpg earnings." Martinez and Co. aren't alone.

Our oil-burning Jetta, one of two of its ilk in the MT garage's recent inventory (the other being the BMW 335d), garnered admiration for its miserly fuel consumption and seemingly endless range over its 13-month stay. Our Laser Blue Jetta TDI proved a capable long-distance hauler, evidenced by the near 26,000 miles it accumulated. "I'm astounded to see 500-mile jaunts on $35 worth of diesel," logs associate Web editor Rory Jurnecka. Indeed, our notoriously light-footed technical editor Kim Reynolds got 583 miles on one tank, costing him $46 worth of fuel.

The turbo 2.0-liter common-rail diesel deserves credit. We averaged 34.8 mpg-which fits comfortably in the EPA's 29/40-mpg city/highway rating-and managed to break the 40-mpg barrier twice. Still, the sedan was "punchy," as Jurnecka describes it, at moderate speeds. Though the engine makes 140 horsepower, most staffers were impressed with the immediate delivery of the 263 pound-feet of torque. Lest we forget, the Jetta TDI accelerates from 0 to 60 mph in 8.4 seconds, easily outpacing the similarly priced albeit more fuel-efficient Toyota Prius, which takes 10.1 seconds.

The diesel's clatter was present, but never intrusive. "At idle and low engine speeds, you can tell from the exhaust note that it's a diesel," logs associate Web producer Scott Evans. "But only because the pitch and cadence are different from a gasoline engine's. It's as quiet as any gasoline passenger car in normal driving,"

The Jetta came amply equipped for said normal driving, boasting an interior senior photographer Brian Vance describes as "high-class," with "lots of attention to such detail as the metal interior door handles." The pass-through from the trunk to the cabin also impressed Vance, our resident off-piste aficionado. "It allows for four passengers in seatbelts with two or three pair of skis."

The leather-wrapped adornments and seat heaters didn't hurt either, both standard equipment on our Loyal Edition, which came replete with a sunroof and satellite radio. While some extras-navigation and an upgraded sound system, in particular-were missing from our car, the sole option we did choose turned out to be our only regret.

We're talking about VW's dual-clutch automatic transmission (DSG in VW lingo), which tacked $1100 onto the sticker price, but ultimately became the most frequent complaint. We'd have no qualms adding it to a GTI, as the DSG is adept at smooth, sporty, and effortless shifting, but the box in our Jetta had annoying traits. Leaving quickly from a stop often returned a pause, followed by a lurch, and, routinely enough, squealing from the all-season Michelin rubber. "I tried over and over to figure out how to motivate the car from a stop smoothly, but there doesn't seem to be any rhyme or reason to it," says Evans. "Sometimes it pulls away without issue, sometimes there's a clunk and a jerk." A few readers suggested a faulty Mechatronic Module Unit is the culprit-it analyzes a variety of sensors to determine the correct shift point-and that a fix is a warranty repair away, but it was not a remedy our dealer suggested.

Other staffers took issue with the gearing at highway speeds, feeling that the engine was spinning too high and that even stronger fuel economy might be available with revised ratios. "The two overdrive gears are not nearly tall enough, and the engine spins way too fast at highway speeds-around 2500 rpm at 80 mph. It feels like there should be another gear. The car has enough torque," notes associate Web editor Kirill Ougarov.

Vance expresses nothing but frustration, adding, "Perhaps this diesel is better matched to a manual gearbox."

But the DSG was the only shudder in an otherwise smooth year of ownership. Maintenance cost was a non-issue. Two oil changes, inspections, tire rotations, and one cabin air filter replacement totaled a whopping $0, thanks to VW's three years/36,000 miles of no-charge maintenance. The only wear costs we incurred were for a set of tired rear brake pads at 19,645 miles, which our dealer replaced for $158.09.

Otherwise, our Jetta TDI proved an equally likeable and proficient form of transport, not to mention a comfortable representative of the capabilities of diesel power. Or as Martinez says, "One buddy told me, 'This thing rocks. I'd buy one right now if I could.' So would I."

From The Logbook:

"Long gone are the days of my dad's clunky, smoky, and slow 1983 Mercedes 300TD. I love how this diesel is as smooth and as quiet as any regular gas-drinking car can come. It feels quicker than most too. "
- Nate Martinez

"As is typical, the interior materials are hands-down winners for the price and class, and the Jetta is comfortable to drive while maintaining so much more road feel than most of the competition. The TDI motor is punchy in commuter traffic and the classic diesel engine noise is audible but not overbearing-in fact, it's kind of a fun novelty. "
- Rory Jurnecka

"At around a quarter tank or so, the gas gauge becomes wildly inaccurate if there's topography involved. Heading to Malibu on Memorial Day, I had roughly quarter of a tank of gas left, plenty to get to where I needed to go and back. Fifteen miles or so later, the gauge was almost on empty and the car was telling me I'd be pushing it in about 20 miles, leading to some minor panic. On the way down, the missing fuel magically reappeared and the car was back up to almost a quarter of a tank and telling me it was good to go another 100 miles. "
- Kirill Ougarov

Looks good! More details?
Our Car
Base price $23,090
Options 6-speed DSG auto transmission ($1100)
MSRP, as tested $24,190
Total mileage 25,880
Avg econ/CO2 34.8 mpg
Problem areas None
Maintenance cost $0
Normal-wear cost $158
3-year residual value $11,776*
Recalls Tighten driveshaft cover plate screws (09V164000)
* Automotive Lease Guide
2009 Volkswagen Jetta TDI
POWERTRAIN/CHASSIS
Drivetrain layout Front engine, FWD
Engine type Turbodiesel I-4, iron block/aluminum head
Valvetrain DOHC, 4 valves/cyl
Displacement 120.1 cu in/1968 cc
Compression ratio 16.5:1
Power (SAE net) 140 hp @ 4000 rpm
Torque (SAE net) 236 lb-ft @ 1750 rpm
Redline 4500 rpm
Weight to power 23.9 lb/hp
Transmission 6-speed twin-cl auto
Axle/final-drive ratios 4.12:1 (1-4), 3.04:1 (5,6,R)/2.31:1
Suspension, front; rear Struts, coil springs, anti-roll bar; multilink, coil springs, anti-roll bar
Steering ratio 16.4:1
Turns lock-to-lock 2.8
Brakes, f;r 11.3-in vented disc; 10.2-in disc, ABS
Wheels 6.5 x 16-in, cast aluminum
Tires 205/55R16 91H M+S, Michelin Energy MXV4 S8
DIMENSIONS
Wheelbase 101.5 in
Track, f/r 60.6/59.8 in
Length x width x height 179.3 x 70.1 x 57.4 in
Turning circle 35.8 ft
Curb weight 3346 lb
Weight dist, f/r 61/39%
Seating capacity 5
Headroom, f/r 38.5/37.2 in
Legroom, f/r 41.2/35.4 in
Shoulder room, f/r 54.8/53.1 in
Cargo volume 16.0 cu ft
TEST DATA
Acceleration to mph
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TDI 4dr Sedan
2009 Volkswagen Jetta Specs

Interior
Front head room39 "
Rear head room37 "
Front shoulder room55 "
Rear shoulder room53 "
Front leg room41.2 "
Rear leg room35.4 "
Luggage capacity16.0 cu.ft.
Maximum cargo capacity16.0 cu.ft.
Standard seating5
Exterior
Length179.3 "
Body width70.1 "
Body height57.4 "
Wheelbase101.5 "
Ground clearance5.4 "
Curb3,230 lbs.
Fuel
Fuel tank capacity14.5 gal.
EPA mileage estimates30 City / 41 Hwy
Performance
Base engine size2.0 liters
Base engine typeI-4
Horsepower140 hp
Horsepower rpm4,000
Torque236 lb-ft.
Torque rpm1,750
Payload1,094 lbs.
Maximum towing capacityN/A
Drive typefront-wheel
Turning radius17.9 ''
Show More
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CHARLIE MAGEE, THE MANUFACTURER

With the exception of two model years, 2007 and 2008, Volkswagen has been selling diesel-powered cars in the U.S. since 1977. And yet, the 2009 Jetta TDI is the first VW diesel we’ve put through a long-term test.

In the past, we shied away from them because many of the old VW diesels made less than 100 horsepower (and some less than 60). Their engines sacrificed horsepower at the altar of economy. And aside from their ability to stretch a gallon of fuel, those diesels qualified as noisy, dirty, and slow automotive hair shirts.

Then, in 2007, the EPA’s new Tier 2 emissions laws required diesels to be as clean as their gasoline counterparts. Playing catch-up, VW spent ’07 and ’08 with a diesel hole in its U.S. lineup while engineers worked to meet the new rules with a heavily revised 16-valve, 2.0-liter turbo-diesel four-cylinder that came with a particulate trap and a catalyst to kill off oxides of nitrogen (NOx ). The Jetta TDI that emerged is clean enough to satisfy the emissions laws of all 50 states without resorting to urea injection, plus, it is powerful (140 horses) and quick enough (0 to 60 mph in 8.1 seconds) to satisfy us. In fact, our TDI proved to be as quick to 60 as a manual five-cylinder gas Jetta.

We praised the Jetta’s interior materials, but rattles and a few mysterious electrical gremlins annoyed us.

But the real draw of the diesel Jetta has always been, and remains, its fuel economy. Over our 39,678-mile test (VW snatched back its car just before we could hit the 40,000-mile mark), our Jetta TDI consumed diesel at a rate of 38 mpg. That number has only been bettered twice by C/D long-termers: A 2000 Honda Insight returned 48 mpg over 40,000 miles, and a 1992 Honda Civic VX got 41 mpg over 35,000 miles.

With its 14.5-gallon tank, our diesel Jetta easily made 500-mile runs without a fuel stop, so it found itself trolling the interstates a lot. A kidney strainer and bladder buster of the highest order, the little VW went more than 500 miles on a single tankful 26 times out of 100 fill-ups. Its most impressive distance was 616 miles during a 42.5-mpg cruise from Dulles, Virginia, to Dundee, Michigan. During its 13-month stay with us, there were no complaints about the availability of diesel fuel, but there were some gripes about the cost of it: While its price fluctuated, a gallon of diesel often cost a dollar more than regular gas.

Long treks on interstates elicited love sonnets to the Jetta’s silent and lazy demeanor, its GTI-grade handling, and the effortless whack of its 236 pound-feet of torque. They also revealed the folly of a speedo that promises 160 mph but, in reality, never reaches past a governed 125 mph; we also discovered (fortunately before the cops did) that the speedo read slow (a true speed of 82 mph was an indicated 80).

CHARLIE MAGEE, THE MANUFACTURER

While the reviews on the open road were good, around town the Jetta’s transmission and the car’s turbo lag drew complaint after complaint. Instead of the three-pedal manual, we’d ordered the two-pedal, dual-clutch automated manual DSG, a $1100 option on our $24,190 test car.

From a stop, the DSG automatically engages a clutch when the driver toes the throttle. But the engagement is slow enough to allow the engine to rev up, and once the clutch does engage, the car lurches forward. Often the lurches were severe enough to break the traction of the front tires, which then summons the traction control into action, which, in turn, shuts down the power. Previous experience with a DSG in our long-term 2006 VW GTI [December 2007] did elicit complaints about slow clutch engagement, but some of the blame must attach to the lag of the TDI’s 2.0-liter turbo-diesel. At best, it’s an annoyance, but editor-at-large John Phillips did experience the car’s complete refusal to move when the Jetta acted as though it had slipped itself into neutral. “Turning against oncoming traffic, the Jetta refused to move. Full throttle and zero movement; happened twice . . . If this were my car, I’d sell it.” No other drivers had the same experience, so we chalked it up to an exaggeration about the slow-to-respond transmission.

No one complained about the scarcity of diesel, but we did occasionally have to mix it up with B.J. and the Bear and Large Marge.

And then, at the end of the Jetta’s time with us, Volkswagen issued a recall for a group of DSG-equipped cars that experienced problems exactly like the one described by our Mr. Phillips. But according to VW, our Jetta was not among the afflicted cars. Later, in a thoughtful gesture, VW extended the powertrain warranty for all ’09 models with DSGs from 5 years/60,000 miles to 10 years/100,000 miles. Make of that what you will.

A long, bitter Michigan winter revealed a few of this VW’s diesel peculiarities. Freezing temps required longer cranking times than we were used to, but the Jetta never failed to start, nor did it belch out any exhaust smoke. Once running, the diesel engine barely created enough heat to affect coolant temperatures. As a result, the heater struggled to produce warm air, even on 40-degree days. One stingingly cold morning, at 10-below, the Jetta’s coolant needle didn’t move at all, even after driving 20 miles. “Thankfully this Jetta has heated seats, otherwise I might be frostbitten,” a staffer reported. To deal with this shortcoming, Canadian models come with an electric heater that will blow warm air even when engine temps are too low to produce any heat. Our U.S.-spec TDI was not thus equipped, so we shivered our way to work on cold days.

Astonishing fuel economy....

Our TDI’s tightwad nature extended to the cost of maintaining it. Like all 2009 VWs, our Jetta came with free maintenance for three years/36,000 miles. Service intervals come at 10,000-mile increments, and the trip computer provides a reminder. The first service calls for an oil and filter change and a handful of inspections. The 20,000-mile service adds battery and tire checks to the list of inspections but is otherwise the same as the 10,000-mile stop. The 30K service is identical to the first service; at that stop, new wipers were added for $41. It wasn’t until the 40,000-mile maintenance (oil and filter change and even more inspections than at the 20K service) that we were billed, for $219.

CHARLIE MAGEE, THE MANUFACTURER

We did find ourselves in the service bays of a couple of VW dealers to correct problems that couldn’t wait until a service visit, though both turned out to be false alarms. At 11,406 miles, the particulate filter triggered a check-engine light. No problem was found with the emissions system, and we were sent on our way with the dash light extinguished. About 5000 miles later, an airbag light that wouldn’t go out was found to have been set off by a fault in the front-seat-passenger seatbelt buckle. Technicians tested the buckle but could not find anything wrong and reset the light. At 24,010 miles, someone snapped off the driver’s-seat height-adjustment handle. Although it was probably our fault and not the handle’s, a new one was installed under warranty.

....led to a range over 600 miles.

Like our long-term ’06 GTI, the Jetta had an infuriating dashboard buzz around the center vent that service technicians somehow couldn’t hear. Other typical VW failings were a rattle in the area of the driver’s-side seatbelt adjuster and stereo speakers that vibrated annoyingly at the slightest hint of bass. In an act that mirrored an experience with our long-term 2007 Mercedes-Benz GL320 CDI, a staffer suffering temporary frontal-lobe damage put a few gallons of gas into the diesel-only Jetta’s tank. Fortunately, the guilty party realized the goof while pumping and had the sense not to fire up the engine. After a tow to the dealer, draining the tank and replacing the fuel-tank filter set us back $224.

With the exception of a few minor issues, some of which were the fault of the Jetta and some of which could be blamed on user error, the Jetta TDI managed to nearly match the efficiency of a Toyota Prius while doing a convincing cornering impersonation of a zesty GTI. One editor said it was “like a GTI that swallowed a quaalude.” The diesel engine still has a few idiosyncrasies, and its slow-revving nature will bore more avid drivers, but Volkswagen has found that at least 25 percent of Jetta buyers in the U.S. are willing to go the diesel route. As long as the issues with the dual-clutch gearbox don’t become more than isolated incidents and turn into a public-relations disaster, VW may find that the mainstream is ready for this diesel.


31,011-Mile Update

38 observed mpg

CHARLIE MAGEE, THE MANUFACTURER

An extra-cold winter left us grateful for fast-heating seats, especially since the Jetta’s diesel takes a while to provide warm air from the heater on frigid mornings. Highways have been the preferred habitat for this German sedan, where even a diminutive 14.5-gallon tank delivers 500-mile intervals between fuel stops. Around town, a few drivers, Phillips being the most vitriolic, have complained about relaxed throttle tip-in when pulling away from a stop. Mechanically, the Jetta has been flawless despite two unscheduled stops for unexplained electronic demons.

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Sours: https://www.caranddriver.com/reviews/a15131136/2009-volkswagen-jetta-tdi-diesel-long-term-road-test/
Pre Owned Black 2009 Volkswagen Jetta Sedan 2.5L Auto Comfortline Review Millet Alberta

2009 Volkswagen Jetta TDI review: 2009 Volkswagen Jetta TDI

After winning the 2008 Green Car of the Year award, the 2009 Volkswagen Jetta TDI has become the poster child for Volkswagen's green efforts and one of the most difficult vehicles to keep on the showroom floor. But while most look at the TDI's fuel economy and see an eco-variant of the gasoline-powered Jetta, we chose to look at the torque numbers and see a performance variant. Don't believe us? Go ahead and Google "Jetta TDI Cup."

It's quite possible that the Jetta TDI is the way for drivers to have their cake and eat it, by combining performance and eco-consciousness.

Unfortunately, the Jetta TDI's jewel of a powerplant is encased in a shell of pure "meh." From the uninspiring exterior styling to the downright boring interior and low-level cabin tech, we can't help but wish for a bit more excitement from the total package.

On the road
To discern where the Jetta TDI ranks on the performance/economy scale, we plotted a course up California's Pacific Coastal Highway (PCH) from CNET's San Francisco office to Fort Bragg. The Jetta TDI's gratuitous low-end torque seemed well suited for the PCH's low-speed switchbacks and dramatic elevation changes. To make things interesting, we aimed for an average fuel economy of 40 mpg for the 175-mile journey.

After an uneventful journey through the streets of San Francisco, we found ourselves crossing the Golden Gate Bridge. We'd timed our journey to miss the lunch and rush-hour crowds, but with the Jetta's multifunctional display showing a meager 14.8 mpg, we knew that, even with clear highways, our work was cut out for us.

The Jetta TDI surprised us with its solid performance and good fuel economy.

Guiding the Jetta TDI up the PCH, we were pleased to see the average mpg steadily climbing. The TDI's 236 pound-feet of torque was making short work of elevation changes; its smooth swell of power pulled us through the snaking turns with surprising confidence. By looking ahead and focusing on maintaining momentum instead of gaining speed, we watched the mpg meter climb to 20 then 30 mpg.

The Jetta TDI's steering and handling wasn't as sublime as that of, for example, the Honda Civic Si, but kept the vehicle planted and predictable through the hairpins and decreasing radius turns.

Eventually, our fuel economy began to plateau at around 35 mpg. Each subsequent mile per gallon was a hard-fought battle, but we were still seeing meager gains.

We finally reached our destination under the cover of darkness. The limited visibility greatly hampered our ability to smoothly maintain momentum. The fatigue of hours of concentrated driving and the appearance of wildlife at the road's side forced us to shift our focus to driving cautiously, rather than efficiently for the last leg of the trip.

As we crossed the city limit into Fort Bragg, some 5 hours after the start of our journey, the Volkswagen's trip computer read 38.7 mpg averaged for the trip, short of our goal of 40 mpg, but still impressive considering the highly technical nature of our chosen route.

At the end of the day, we were happy with the Jetta TDI's fuel economy.

It bears mentioning that by the time we parked the car for the night, the average mpg for the day had risen to 40.2, thanks to a return journey over more conventional freeways.

In the cabin
The Volkswagen Jetta's cabin emphasizes substance over style, which is actually a nice way of saying "devoid of character."

The Jetta's upright dashboard is an expanse of flat, black plastic. The seats are flat and unsupportive and wrapped in a black fabric Volkswagen calls V-Tex. The carpet is also black. The instrument cluster features black gauges on a black backdrop with plain white lettering. You see where we're going with this.

The Jetta's interior looks like it was designed by someone who would never have to look at it, perhaps a robot, an algorithm, or a blind man. While everything functions as one would expect it, the Jetta's cabin just isn't a pleasant place to be. We'd like to see Volkswagen add some texture or--gasp--color to the gulag that is the Jetta's interior.

In the center of the instrument cluster is the Multi-Function Indicator (MFI), a monochromatic, red backlit display displaying fuel economy, miles to empty, average speed, and audio playback information. Here users can also adjust a cadre of options for the various convenience features, such as the autolocking doors or daytime running lamps.

The steering wheel features buttons for controlling the MFI and for adjusting audio volume. Interestingly, the telephone button is ever-present, even if Bluetooth hands-free isn't equipped. With nothing to connect to, the button merely mutes the stereo.

The drab situation doesn't improve when it comes time to crank the tunes. Our Jetta TDI was equipped with Volkswagen's Premium VII six-disc, in-dash CD player. Audio sources include the aforementioned CD changer, which is MP3 compatible, available satellite radio, and an auxiliary input in the center console.

With a total of 10 speakers at its disposal, the stereo does a fairly good job with stereo separation and staging. Unfortunately, this is one of those stereos that stages the audio behind your head, so all of the music sounds like its coming from the rear window. The audio system also seems to emphasize volume over fidelity, with boomy bass and mid ranges that muddy the higher frequencies. Users more interested in quantity of sound than quality will be the only ones who could possibly appreciate this.

Anyone wanting a slightly more high-tech cabin experience can upgrade to Volkswagen's RN510 hard-drive-based navigation system, which features touch-screen GPS navigation with turn-by-turn instructions that are mirrored on the MFI in the instrument cluster, 30GB of hard-disk space for ripping audio, and a USB connection for digital-audio players.

An iPod connection is available as a dealer-installed option, as is Bluetooth hands-free.

Under the hood
As plain vanilla as the Jetta TDI's cabin and exterior may be, this is a vehicle that's causing a lot of fuss in the automotive world. The reason lies under the hood: a 2.0-liter turbodiesel engine that produces 140 horsepower and a spectacular 236 pound-feet of torque while burning Ultra Low Sulfur Diesel fuel. Max torque is available as low as 1,750rpm.

Here's what all the fuss is about: the 2.0-liter TDI engine.

Although the diesel features 30 fewer horsepower than the inline-five of the gasoline variant, the abundance of low-end torque means the TDI gets off the line better. Sixty miles per hour comes in 8.2 seconds, matching that of the gasoline engine.

The 2008 Green Car of the Year, the Jetta TDI is EPA rated for 30 city and 41 highway mpg. However, unlike a hybrid, the TDI engine won't automatically get good fuel economy for you, and requires thrifty driving to reach those numbers. In the hands of a lead-footed journalist, for example, we were able to hit the 41 mpg mark for individual highway trips, but only averaged 23 mpg for the duration of our testing over a mixed testing cycle.

As noted in the "On the road" section, the TDI's chunky low end makes it suitable for low-speed technical courses that would leave a high-revving gasoline engine hunting for gears.

Speaking of gears, our Jetta TDI was equipped with a six-speed, manual transmission. However, the Jetta's clutch pedal keeps us from being 100 percent enthused about the manual transmission. Featuring a deceptively long travel and short, but vaguely defined, engagement point, the Jetta TDI's clutch is, at times, difficult to modulate in stop-and-go traffic.

Once the Jetta gets moving, the vague clutch becomes less of an issue and we were able to enjoy the fantastic shifter that just falls into its gates with smooth and reassuring clunk.

But make no mistake, the Jetta TDI is no canyon carver. The transmission is geared a bit tall for optimal highway fuel economy. Additionally, the suspension and steering both pale in comparison to the competition from Honda and Mazda.

In sum
So, is the 2009 Volkswagen Jetta TDI the car that will save the world? Will it be the car that brings greenies and enthusiasts together?

In short, it's close, but not quite there yet. While we like the Jetta TDI's fantastic turbodiesel engine's ability to combine eco-friendliness and good performance in a simple package without hybrid techno-trickery, we just don't think that the average John Q. Driver will spend much time at the top of the EPA's estimated fuel economy ratings.

Then there's the small matter of the vehicle wrapped around the engine. The vehicle's aesthetic and cabin tech are, at best, uninspiring.

Buyers are able to upgrade to the DSG automated-manual transmission for $1,100 and the RNS 510 hard-drive-based navigation for $1,990. As tested, our Laser Blue VW Jetta TDI weighs in at an MSRP of $23,270, including the $1,000 optional power sunroof. For that price, a greenie could have the Honda Civic Hybrid with its superior fuel economy, or a speed demon could pick up a Mazda Mazdaspeed3. However, the Jetta TDI represents a unique compromise between the two types of performance.

Sours: https://www.cnet.com/roadshow/reviews/2009-volkswagen-jetta-sedan-review/

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2010 Volkswagen Jetta TDI Review, Walkaround, Exhaust, Test Drive

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