2013 Volkswagen Jetta Hybrid

2013 Volkswagen Jetta Hybrid

Episode 3231
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Up until now, Volkswagen’s preferred method of maximizing mileage has with TDI turbocharged diesel engines. But despite wider availability, and ever cleaner exhausts, high diesel fuel prices have stalled their appeal to Americans.  What to do? Well, you could turbocharge a small gasoline engine as many automakers are doing to EcoBoost their mileage, and of course there’s always hybrid powertrains. Well, how about combining the two… in the Jetta!

You won’t see turbo in the name, but the 2013 Volkswagen Jetta Hybrid does indeed get down the road with a combination of internal combustion, forced air induction, and electric power. And it all works fairly seamlessly, though you can feel some shudder when the gas engine engages and disengages. It’s not disturbing; just more of a reminder of what exactly is going on. 

And, what’s going on is 1.4-liters worth of all-aluminum, direct injected, turbo-charged I4 combined with a 20kW electric motor to output 170-horsepower and 184 lb-ft. of torque. This combo produces Government Fuel Economy Ratings of 42-City, 48-Highway, and 45-Combined. That compares to 34 Combined for the TDI. Still, our lead-footed drivers netted nowhere near the hybrid ratings, averaging just 36.7 miles-per-gallon of Premium. That’s about 5% less than our last Jetta TDI. To be fair, we tested the hybrid in freezing temperatures which required additional gas engine running time so mileage should improve in warmer weather. 

No disappointment with the very good Energy Impact Score of 7.3-barrels of oil burned annually with yearly CO2 emissions of 3.3-tons. 

And we love almost everything about the Jetta Hybrid, as it is all so well done. The under-hood is pristine and purposeful with little hint of hybrid hardware, save for the orange high voltage cables. Trunk finish is exceptional for a non-luxury compact car; you do lose some cargo space due to the battery, 11.3 cubic-ft. versus 15.5 in a standard Jetta; but you still get fold down rear seatbacks for long item storage.

You can follow along with hybrid goings-on with a unique instrument cluster that forgoes the tach for a power gauge with readings for eco, charge, and boost. If you opt for navigation, you can also keep up with the specific hybrid screens and power flow diagrams. And there was good power flowing at the track, as the Hybrid feels every bit as spirited off the line as the standard Jetta and a bit better than the TDI. 0-60 in 8.0-seconds flat. And, that’s still with 40 MPG potential.

The Hybrid comes exclusively with Volkswagen’s 7–speed DSG automatic gearbox and we have no complaints about its very smooth operation or the commanding feel of its shifts as the car worked its way to the end of the ¼-mile in 16.2-seconds at 87 miles-per-hour. The Jetta’s mix of turbo and hybrid boost proved to be a great pairing; you get the e-boost off the line and once you get rolling, the turbo gets spooled up and gives you another. It’s surprising to us that it’s taken this long for such a powertrain to arrive. 

When it comes to cone carving, the Jetta is by far at the top of the compact hybrid heap. The independent rear suspension comes straight from the sportier Jetta GLI and makes the Hybrid feel light yet solid, and very sport sedan like. It’s the hybrid you would expect Volkswagen to make. While on the street, the brakes may have a grabby feel because of the regenerative braking, especially at slow speeds, we were more than impressed at the track where we averaged just 119-feet to stop from 60. 

The Jetta Hybrid will drive on battery power alone, but due to the small 1.1-kWh size, only for about a mile and only up to 44 miles-per-hour if E-mode is selected. But it is easily the most entertaining full hybrid out there, not so much that you forget it’s a hybrid, but pretty darn close.

You’d be hard pressed to tell by looking at it either, as the Jetta Hybrid is not super flashy looking, and bears little indication of its new eco-friendly credentials. But the details are nice, with the blue-highlighted VW logo and hybrid badging integrated smoothly into the Jetta’s classy and understated design. It also adds a new front fascia with redesigned air inlets, unique 17-inch wheels, and a rear spoiler.

When it comes to pricing, the Jetta Hybrid starts at $25,790. If you’ve been contemplating a hybrid, but non-committal due to not wanting to drive a boring car, well here’s the car you’ve been waiting for. And since you asked, yes Volkswagen will continue to offer the Jetta TDI which is far less well equipped but still cheaper by 2-grand.

Which one is right for you? Well we can’t answer that, but the 2013 Volkswagen Jetta Hybrid is a beautifully done hybrid wrapped in a very tidy package that we would enjoy living with every day. That’s why we picked it as our MotorWeek Drivers’ Choice Best Eco Friendly. And if you were to pick one for yourself, we think it would be just as friendly to you as it is to the environment.

Specifications

  • Engine: 1.4-liters
  • Horsepower: 170
  • Torque: 184 lb-ft.
  • 0-60 mph: 8.0 seconds
  • 1/4 mile: 16.2 seconds @ 87 mph
  • EPA: 42 mpg city/ 48 mpg highway
  • Energy Impact: 7.3 barrels of oil/yr
  • CO2 Emissions: 3.3 tons/yr
Honda Prologue Reinvigorates Brand’s Electric Efforts

2024 Honda Prologue

Honda Shows Up Late To EV Party, Brings Best Appetizer

Episode 4329
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Except for some very limited run vehicles over the years, Honda has largely been sitting out the EV revolution. But that all changes now their first high volume effort, the Prologue. So, let’s find out if it is indeed the start of a great run for Honda.

The 2024 Honda Prologue is not only the brand’s first serious battery electric effort, but it’s also a substantial midsize five-passenger SUV, coming in about 3-inches longer than the internal combustion Passport. Though it’s worth noting, they got here with the help of General Motors and their Ultium EV platform.

So, Honda came to play, both with ultra-competitive pricing and segment leading 296 miles of range. That’s with the standard single-motor front-wheel drive EX rated for 212 horsepower, but top Elite doesn’t sacrifice all that much, coming in at 273 miles. The additional rear motor raises total output to 288 horsepower and 333 lb-ft torque.

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Relatively low output numbers in the EV game, but the Elite’s all-wheel drive setup delivered plenty enough acceleration to get our blood pumping during some early and very wet drive time through the recent historic downpours in Northern California.

And while Honda did get here with the help of GM and their Ultium chassis, the multi-link suspension bolted to it has been optimized by Honda for a “dynamic driving experience.” It was indeed plenty of fun to drive, nimble for its size with responsive steering, though we were also happy to find it comfortable and safe feeling in those weather conditions. It also has great visibility and a very natural feel to it that quickly has you forgetting you’re in an EV.

Comprehensive drive modes address just about every aspect of the driving experience, from power delivery to steering response and even braking power; but also changes things up inside with lighting and displays as well as active sound control.

For now, all Prologues come with an 85-kWh battery that will accept up to 150-kW fast charging for 65 miles of range for every 10 minutes on charge.

It also has great visibility and a very natural feel to it that quickly has you forgetting you’re in an EV.

As we’ve come to expect from Honda, the Prologue’s interior is minimalistic and practical, though not fully simplistic as there is plenty of tech on display, including the very high-mounted 11.3-inch touchscreen display. It has a Google-based operating system built into it like in the latest Accord Touring, and you can still use your Apple Carplay and Android Auto phones, both of which connect wirelessly.

Just below that display is some refreshingly easy to use traditional climate controls, and behind the steering wheel is a hoodless 11-inch tablet-style gauge display. Honda worked with Bose to develop an EV-specific sound system with 12 speakers. The standard EX’s system works with six speakers.

Being an EV means more space inside for both front and rear passengers than a vehicle built around a conventional drivetrain. Though with a substantial dual-level center console it doesn’t have the open floorplan of some EVs. The top layer of that console houses dedicated cell phone storage, mega-sized cupholders and Honda’s first use of a pocket-type wireless phone charger, which is standard. There’s space in back for 23.7 cubic-feet of cargo; 54.5 cubic-feet with the 60/40 split rear seatbacks folded; plus, more space under the cargo floor.

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And while length and ground clearance are in the ballpark with the Passport, the Prologue’s wheelbase is nearly a foot longer, and it sits much lower, with a design theme that Honda calls “neo-rugged.” Its slick shape and smooth body panels are clearly designed for enhancing aerodynamics, yet the overall design doesn’t necessarily shout it from the rooftops. Aero-optimized 19-inch wheels are standard, with Elite rolling on 21s, a first for Honda. Roof rails, panoramic roof, and power liftgate are standard on all but the base EX.
With the launch of this new generation of Honda comes new badging that looks to the past with throwback-looking Honda script now spelled out across the back. The Prologue and future Honda EVs also get a new “e” series logo.

Comprehensive Honda Sensing safety features are included on most Prologues, with just rear pedestrian alert and a Surround Vision camera system reserved for Elite.

Pricing starts, before incentives, at just $48,795 for a front-wheel-drive EX, top Elite comes with all-wheel drive and starts at $59,295.

Like most brands, Honda has big plans to deliver a full array of battery electrics in the near future, making significant investments here in the U.S. to make it happen. It may have taken a little help from General Motors to get them started, but Honda is in the EV game for real now, and it arrives at a great time when competition in the midsize SUV EV ranks is getting serious. So, the 2024 Honda Prologue does indeed look like the start of something special for Honda, and for all of us.

Specifications

As Tested

  • Motor Setup: Dual Motor
  • Horsepower: 288
  • Range: 273 miles
  • Battery Size: 85-kWh
  • Torque: 333 lb-ft
  • Peak Charging Rate: 150-kW