2013 volkswagen models

2013 volkswagen models DEFAULT

Be Smart, Check in Advance. CARFAX — Your Vehicle History.

CARFAX — Your Vehicle History Expert

Sometimes what you don't know can't hurt you, but that's not the case when buying a used car. As an independent vehicle history provider, at CARFAX we've made it our mission to tell you everything you need to know by uncovering as many events as possible from the previous life of a used car. Our primary goal is to help you get to know your next car from the inside out before deciding to make an investment that will be part of you and your family's everyday life. We believe your next car shouldn't be hiding anything from you.

CARFAX Vehicle History Reports contain over 28 billion historical records from 20 European countries, the US and Canada, which are updated daily with new information.

Even if you live in a country we don't collect vehicle data from, it's still always worth checking the Vehicle Identification Number without obligation. The used car import and export market is booming and many owners would be surprised to find out exactly what happened to their vehicle during its previous life abroad.

Privacy for Customers — Transparency over Vehicles

Let's be clear: Although we strive to find every detail of a vehicle's life so far, we are focused only on the vehicle's history, and do not collect any information on previous owners. The information we provide relates solely to the vehicle, its odometer reading, any accidents that have been covered up, where the vehicle comes from and much more — it never gets personal. We've uncovered irreparable damage several times in the past, but other times our vehicle history checks draw a blank — and sometimes that's actually a good thing.

Second Hand — Not Second Best

Did you know that considerably more used cars are sold than new cars? We think this second-hand system is nothing short of fantastic. However, it goes without saying that it gives rise to different methods and tactics: Some sellers will disguise a car that's been in an accident under a fresh coat of paint, tamper with the odometer or conceal theft. This is one of the less appealing aspects of buying second hand. Our goal is to establish trusting relationships between buyers and sellers, since this is the best way to help customers make the right decision. Your new car should be reliable and make you feel safe, as well as make you feel like you haven't paid too much.

But more than anything else, we don't want you or your family unknowingly sitting behind the wheel of a vehicle that isn't 100% safe. This is why we strive to take these vehicles off the road, which not only makes the used car market safer but our streets safer too.

CARFAX — 35+ Years of Experience in Vehicle Histories

CARFAX was founded in the US in 1984 and expanded into Europe in 2007. Around 100 team members spread across six European offices process vehicle information from 22 countries.

Fostering strategic partnerships with registration authorities, law enforcement agencies, government departments, insurance companies, inspection centers and numerous other leading companies around the world has enabled us to compile a unique international database for vehicle histories. We use this database to help make the used car market more transparent. We give everyone in the process of buying a used car access to what is currently the world's most comprehensive source for vehicle history reports, and is growing day by day.

We remain neutral and independent despite our partnerships — our sole purpose is help customers make an informed choice and ensure their safety and the safety of their family. This includes never collecting any personal details — we do not accept any PII from data sources amongst the information we provide about a vehicle. We ensure that data protection laws are observed at all times. Furthermore, we always collect our data in compliance with legal and regulatory frameworks — in all the countries in which we are active. We expressly distance ourselves from illegal activities such as data theft, scraping and hacking.

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2013 VolkswagenJetta Pricing and Specs

Compare 14 Jetta trims and trim families below to see the differences in prices and features.

Trim Family Comparison

2.0L Base

View 1 Trims

Features

  • 2.0L I-4 Engine
  • 5-spd man w/OD Transmission
  • 115 @ 5,200 rpm Horsepower
  • 125 @ 4,000 rpm Torque
  • front-wheel Drive type
  • ABS and driveline Traction control
  • 15" steel Wheels
  • radio prep Radio
  • cloth Seat trim

2.0L S

View 2 Trims

Additional or replacing features on 2.0L Base

  • front air conditioning, Climatic manual
  • AM/FM stereo, seek-scan Radio
  • keyfob (all doors) Remote keyless entry
  • Heated mirrors

2.5L SE

View 2 Trims

Additional or replacing features on 2.0L S

  • 2.5L I-5 Engine
  • 170 @ 5,700 rpm Horsepower
  • 177 @ 4,250 rpm Torque
  • 16" steel Wheels
  • AM/FM/Satellite-prep, seek-scan Radio
  • leatherette Seat trim

2.5L SEL

View 1 Trims

Additional or replacing features on 2.5L SE

  • 1st row regular express open/close sliding and tilting glass Sunroof
  • 17" machined aluminum Wheels
  • driver and front passenger heated-cushion, heated-seatback Heated front seats
  • SiriusXM AM/FM/Satellite, seek-scan Radio
  • 1st row LCD monitor
  • front Fog/driving lights
  • driver Lumbar support

2.0L TDI

View 2 Trims

Additional or replacing features on 2.5L SEL

  • 2.0L I-4 Engine
  • 6-spd man w/OD Transmission
  • 140 @ 4,000 rpm Horsepower
  • 236 @ 1,750 rpm Torque
  • 16" silver aluminum Wheels

GLI

View 2 Trims

Additional or replacing features on 2.0L TDI

  • 200 @ 5,100 rpm Horsepower
  • 207 @ 1,700 rpm Torque
  • 17" silver aluminum Wheels
  • 1st row LCD monitor
  • front Fog/driving lights
  • cloth Seat trim
  • driver Lumbar support

GLI Autobahn

View 2 Trims

Additional or replacing features on GLI

  • 1st row regular express open/close sliding and tilting glass Sunroof
  • 18" machined aluminum Wheels
  • front air conditioning, dual zone Climatronic automatic
  • driver and front passenger heated-cushion, heated-seatback Heated front seats
  • leatherette Seat trim
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From the November 2014 Issue of Car and Driver

Family sedans from Chevrolet, Ford, Honda, and Toyota have all earned their places in our culture, but Volkswagen’s Passat has always struggled to assimilate. Between its arrival in 1974 as the Dasher and its sixth-generation redesign in 2012, the Passat was at times too small, too unreliable, and too expensive. Sales remained relatively microscopic. Just 12,497 Passats moved in 2010; Mitsubishi came close to unloading more Galants. Back then, the Passat didn’t even account for 0.01 percent of the sales in the largest segment of what was then the largest new-car market in the world. A poor showing for the Volkswagen Group, which aspires to be the world’s No. 1 automaker.

To help realize its dream of world domination, Volks­wagen designed the 2012 Passat specifically for our market and built it in a new billion-dollar plant in Chattanooga, Tennessee. The new Passat delivered more legroom, a larger trunk, and, most important, a price tag as much as $7000 cheaper than the previous car. Now a naturalized citizen, the Passat shamelessly plays to our American, more-is-more-especially-if-it’s-for-less way of thinking. Annual sales are up by nearly 100,000 cars.

Volkswagen’s appeal to the masses won us over, too, at least initially. The Passat took the top spot in a May 2012 comparison test against sales darlings like the Toyota Camry, Honda Accord, Hyundai Sonata, and Chevrolet Malibu. But six months later, the German placed last in a four-way shootout among newer competitors.

We chose to spend 40,000 miles with the diesel-sipping model because the Passat’s base engine, the hoary 2.5-liter gas five-cylinder, was already outdated in 2012. With the power of a four-cylinder, the fuel economy of a six-cylinder, and the NVH attributes of a lawn mower, the five-cylinder gasser was a key factor in the comparison-test loss. For 2014, Volkswagen introduced a modern 1.8-liter turbocharged inline-four as the base engine and, with it, weakened the argument for spending the extra cash on the diesel.

Still, Volkswagen’s diesel is unique in the mid-size segment with a skill set rivaled only by more-complex hybrids. A full tank stretched as far as 690 miles, and a single gallon of diesel carried us up to 47 miles when we were on our best behavior. Over the course of 40,000 miles, we averaged 39 mpg, just one notch below the EPA’s highway rating.

Impressive as that is, we were only halfway to paying off the $2490 premium for the TDI engine at the end of our 40,000-mile run. With diesel averaging $3.91 per gallon and regular unleaded at $3.42, we would need another 39,598 miles before the TDI began saving money over a comparable 2.5-liter Passat achieving 26 mpg.

A.J. MUELLER , MICHAEL SIMARI

Our top-trim, $33,945 Passat came well equipped, though you wouldn’t mistake the faux wood and velour-like seat inserts for luxury. Accouterments included a sunroof, navigation, dual-zone climate control, a rearview camera, passive entry, and what Volkswagen calls “comfort sport seats,” which are power adjustable, heated, and trimmed in leather. They’re long-haul comfortable, as advertised, but offer little ­bolstering to support the sport claim. Our sole option rang in at $235 for a set of all-weather floor mats, including a trunk mat with L-shaped blocks that Velcro to it to keep cargo from sliding around.

Specifying that level of equipment means you’re also getting the six-speed dual-clutch automatic. It clicks through shifts with only the faintest interruption to power delivery, but the clutch can be slow to bite when rolling away from a stop. The natural instinct—to feed in more throttle—then causes the computer to dump the clutch, and you end up with up to 236 pound-feet of torque chirping the front tires. That ample grunt is useful for staying ahead of traffic in town, though some dri­vers deemed 140 horsepower insufficient for highway passing.

In testing, we measured the jog to 60 mph in 8.5 seconds with the quarter-mile passing in 16.6 seconds at 83 mph. After 40,000 miles, we knocked a tenth of a second off the 60-mph time, but the quarter-mile went unchanged.

Not as sprightly as a Honda Accord or a Mazda 6, the Passat still smartly manages its 3525-pound bulk with tight steering and controlled body motions. Cornering grip in the initial test was a modest 0.82 g (rising to 0.84 g on worn tread), due in part to the permanent stability control that intervenes before the tires actually lose adhesion. Our only gripe about the chassis was for its slightly overdamped suspension, which proved brittle over sharp impacts. However, the Americanized Passat hasn’t completely sacrificed its European manners to Yankee tastes. This car shows that big and spacious doesn’t have to mean sloppy and graceless. While the ­Passat never encourages spirited driving, neither does it discourage taking an off-ramp at speed.

Volkswagen’s full-grown mid-sizer is most in its element when traveling in a straight line, though. “This car loves the open road, and I love being in it when I’m looking at 500-mile days,” wrote contributor Tony Swan. The firm seats, spacious cabin, and a sense of refinement make for a placid highway ride. The sedate exterior styling—understated or boring, depending on your personal bias—means outward visibility remains unencumbered and rear-seat headroom is ample. In many ways, the Passat plays to the elements of American culture that seem to often fascinate Germans: 60-mile commutes, cross-country vacations, and garages big enough to swallow Suburbans.

The switchgear doesn’t have the great tactile feel as in Passats of yore, but Volks­wagen successfully skirted the blatant cheapness that you would expect from a $7000 price cut. We were, however, tortured by the laggy touch-screen navigation and a stereo system that is slow to turn on, slow to change stations, and slow to adjust the volume. Aggravated drivers compared its processing power to ballpoint pens, an abacus, the Commodore 64 computer of the 1980s, the vacuum-tube radio in a 1948 Buick, and technical director Don Sherman’s calculator watch.

The nav system’s quirks appeared to be a matter of design, the product of underpowered hardware and resource-hungry software rather than buggy code. But we did experience one meltdown. “Backing out of a parking space, the rearview camera was MIA,” reported associate online editor Alex Stoklosa. “A few minutes later, it reappeared while traveling forward at 35 mph.” This episode, he noted, was followed by an inoperable volume knob, a brief delay, and then, without warning, deafening volume. The knob again decided to quit responding (as did the steering-wheel controls), and he spent several seconds furiously trying to turn off the radio before it finally quit.

After 40,000 miles, though, the service record showed that our time with the Passat was virtually problem-free. The VW required no unscheduled stops at the dealer and suffered no major mechanical calamities. With 19,224 miles on its odometer, the instrument cluster flashed a coolant-light warning indicating that the reservoir was below the minimum fill line. We added a quart and never had another problem.

A.J. MUELLER , MICHAEL SIMARI

A trim piece fell off the center console, and the clip holding the driver’s-side visor broke. Both issues were fixed during scheduled service stops, at a cost of $12 for the replacement clip. And, thanks to Volks­wagen’s routine maintenance program, the 40,000-mile service was the only one we paid for, although it was expensive at $832. In addition to changing the oil, replacing the filter, and topping up the AdBlue diesel exhaust fluid, the fourth service calls for a pricey transmission flush. (Starting with 2014 models, Volks­wagen’s maintenance program has been shortened to 24 months and 24,000 miles, so life will get more expensive for Passat buyers.)

With its reliability, size, and price aligned with our expectations of a mid-size four-door, the Passat is every bit as American as a Toyota Camry or Honda Accord, cars wearing foreign badges but built in and for our continent. Volkswagen’s willingness to design cars with our open highways, cheap fuel, and suburban sprawl in mind has softened the Passat’s unique traits at the expense of assimilation. The Volkswagen Passat is living the American dream.


RANTS AND RAVES

Erik Johnson: A big, comfy cruiser in the American tradition. Eats up miles—lots of ’em, given this diesel’s prodigious range.

Alex Stoklosa: This TDI version feels like the German engineers’ secret attack against the cynically American Passat 2.5.

Ron Sessions: There’s a long distance before you get to a firm brake pedal.

Aaron Robinson: You know how they say a modern car has more computing power than the moon rocket? In this car I’m not so sure.

Jeff Sabatini: There are so many more-interesting choices in this segment. The only real draw here is the diesel.

Carolyn Pavia-Rauchman: Not all diesel pumps are created equal. Some are messy and dirty and leave black gunk on your hands.

Tony Swan: The TDI is a very pleasant long-haul cruiser—great at freeway speeds and capable of exceeding the range of any known human bladder between fuel stops.

Don Sherman: Chortles at low rpm and low speed, but otherwise there’s a surprisingly low level of diesel grief.

Jared Gall: The diesel’s output is sufficient at lower elevations, but above 4000 feet, it’s completely gutless. Passes require an honest quarter-mile or more.

Mike Sutton: Its relaxed and soothing demeanor makes for a comfortable commuter car.

Diesel cars are haunted by a reputation etched decades ago. One example: As temperatures dipped below zero in early January, some staffers wondered if our long-term 2013 Volkswagen Passat TDI would be crippled by the cold. But just as it bucks the notion that diesel power means smoky emissions and gutless performance, our Passat started reliably even as temperatures dropped below minus-10 degrees Fahrenheit. When the car has been sitting overnight, there’s a noticeable pause—two to three seconds as the glow plugs heat up—between pressing the start button and the engine’s cranking, yet the 2.0-liter four-cylinder has fired up every time. And although it does take longer than usual to warm the cabin during the morning commute, the Passat’s nuclear-grade heated seats can make your backside unbearably hot in a matter of minutes.

We’ve also become intimately familiar with our SEL model’s remote start as the harsh winter has dragged on. It’s nice to be able to give the car a head start in warming up, but we’re annoyed that the engine shuts off as soon as you unlock the car or open the trunk. This isn’t a quality bug or user error. The Passat owner’s manual makes it quite clear: After activating remote start, you must switch off and restart the engine before you can drive the car. That’s just silly.

Volkswagen seems to be mending its less-than-stellar quality reputation. Ten months and 30,000 miles into our Passat’s long-term test, we’re experiencing our first quality issue, and it’s a relatively minor one. The passenger-side panel of the center console has fallen off. Even though we can slide the long piece of plastic back into position, it won’t snap into place. A couple miles of driving on Michigan roads shakes it out of position again, leaving a wide gap between the plastic trim pieces. We’ll be scheduling an appointment with our local dealer, where our three visits to date have only been for routine maintenance with fresh oil, new filters, and urea refills to keep the emissions-control system happy. The cost of each visit has been covered under Volkswagen’s three-year/36,000-mile maintenance program.

Miles and Miles per Gallon

Some diesel stereotypes still apply, such as our TDI’s appetite for long-legged road trips. In December, the Passat traveled west to the Rose Bowl in Pasadena, California. Both driver and passenger praised the comfortable, spacious cabin and marveled at the strong acceleration and great gas mileage. They appreciated the generous trunk that held everything from down coats to flip-flops. After adding more than 3000 miles to the Passat’s odometer, the road trippers had only one complaint. “On the pebbly western roadways, there’s a lot of road noise in the cabin,” the driver noted.

On another long-haul trip to the east coast, contributor Tony Swan raved about the Passat’s easy-cruising demeanor. “This car loves the open road, and I love being in it when I’m looking at 500-mile days,” he wrote. Yet Swan also pointed out that the diesel ownership experience isn’t quite as stress-free as driving a gas-fueled car. “They’ve gotten the noise out of diesel engines. They’ve improved performance and efficiency. They’ve gotten the soot out of the exhaust. But diesel fuel continues to be very nasty stuff. It’s hard to keep it off your hands during refills, no matter how well maintained the pump.”

Closer to home, we’ve become accustomed to driving past our usual gas station to the nearest diesel source one mile in the wrong direction. Fortunately, we make relatively few trips to the pump. Even with the longer warm-up times in the subzero weather, average fuel economy has remained steady at 39 mpg. We continue to put 600 miles on the odometer between fill-ups on a regular basis. To date, our most efficient tank covered 49 miles for every gallon consumed. Impressive fuel economy is one diesel stereotype that doesn’t need rewriting.

Months in Fleet: 10 months
Current Mileage: 30,701 miles Average Fuel Economy: 39 mpg
Fuel Tank Size: 18.5 gallons Fuel Range: 722 miles
Service: $0 Normal Wear: $0 Repair: $0
Unscheduled Urea-Solution Additions: $0

The Volkswagen Passat is officially a naturalized American citizen. Now built in Tennessee and firmly in touch with our customs, the latest version targets mainstream appeal by prioritizing size and value over substance and dynamics. It is larger and cheaper than the car it replaced, with simplified build configurations and more rear-seat legroom. Yet for all its concessions to American tastes, it’s the remote-start button on our long-term Passat’s key fob that indicates the Germans have fully embraced our culture. Nothing says “America” like burning fuel in your empty, parked car.

For us, though, a Volkswagen’s appeal lies in its European flavor, and we worried that this Passat would dilute the common man’s German brand. Our skepticism was mollified when the Passat won its first two comparison tests. (Check them out here and here.) In beating out Asian and American competitors, Volkswagen reminded us that practicality and road manners aren’t mutually exclusive. Newer and sharper competitors pushed the Passat into last place in a subsequent four-car comparo, which isn’t to say we didn’t still like the car. In fact, the Passat was still intriguing enough for us to sign on for a 40,000-mile test, this time with the TDI engine that wasn’t installed in any of the comparo-contesting cars.

American Car, European Engine

The compression-ignition engine is a good sign that Volkswagen hasn’t completely abandoned its roots. The Passat’s optional diesel is still its best engine and a segment exclusive that makes it oh-so-European. (Mazda will soon offer some competition with an oil burner in its excellent 6, our current favorite in the segment.) Under our car’s Opera Red Metallic hood, Volkswagen’s signature 2.0-liter turbo-diesel four-cylinder produces 140 horsepower and 236 lb-ft of torque. Since a manual transmission is only offered on the base TDI and ours is a top-shelf SEL Premium, our car is equipped with a six-speed dual-clutch automatic.

Our powertrain combo is good for EPA fuel-economy estimates of 30 mpg city and 40 mpg highway, numbers that actually mean something in the real world. Through more than 17,000 miles of mixed driving, we’ve averaged 39 mpg. That makes the Passat the rare car with the extraordinary ability to turn Car and Driver staffers into motorists who can meet or even exceed EPA estimates. The mileage is even more impressive when you consider that we rarely modify our driving style when behind the VW’s steering wheel.

On the flip side, the diesel four-banger is hardly quick. In our initial testing, our Passat managed to hit 60 mph in 8.5 seconds and cover the quarter-mile in 16.6 seconds at 83 mph. Top speed is governed to 113 mph, but we’re more frustrated by the permanent stability control that restricts lateral acceleration to 0.82 g on the skidpad. In our panic-stop tests from 70 mph, the Passat covered 181 feet, in line with family-car standards.

Top of the Line, Middle of the Road

As mentioned, our tester’s SEL Premium trim is the most opulent diesel Passat. For $33,710, it includes navigation, a sunroof, dual-zone climate control, power front seats, pushbutton ignition, and that indulgent remote start. Our only option is a set of four rubber floor mats, which we’ll use in place of the carpeted mats come winter, and a trunk mat with four L-shaped blocks that Velcro in place to keep cargo from sliding around. A 2013 TDI with a manual transmission starts at $27,020 in SE trim; the next-step-up SE with Sunroof includes the automatic transmission as standard for $2000 more.

In SEL guise, the Passat’s minimalist interior comes dressed for business casual, with leather seats and long, flat stretches of faux burled-wood trim. The cabin feels large, not just because of the additional legroom but also because of the low beltline, expansive glass, and generous elbowroom. The fit and finish is beyond reproach—thanks, Chattanoogans!—even if some of the lower plastics are harder than in many Volkswagens with direct European pedigrees. The infotainment system, however, has drawn the ire of almost every staffer who has spent time in the car. The touch screen is infuriatingly slow to respond to inputs, taking one or two seconds on occasion, and the display lags as you change radio stations. Given the excellent touch-screen systems available in lower price classes, we find this unacceptable.

True to the Passat’s middle-of-the-road mission, no other feature, trait, or aspect of the car has drawn extreme commentary. Our drivers have complimented the fuel-sipping diesel, the quick-shifting transmission, the amenable ride, and, yes, the large trunk. Our Passat has been perfectly reliable to date. So far, the only trip to the dealer has been for the scheduled 10,000-mile maintenance. The service department changed the oil, replaced the air filter, and topped up the AdBlue diesel exhaust fluid, all under Volkswagen’s three-year/36,000-mile free maintenance program. Dependable, cushy, and roomy? That’s as American as apple pie, isn’t it?

Months in Fleet: 6 months
Current Mileage: 17,288 miles Average Fuel Economy: 39 mpg
Fuel Tank Size: 18.5 gallons Fuel Range: 722 miles
Service: $0 Normal Wear: $0 Repair: $0
Unscheduled Urea-Solution Additions: $0

Specifications

VEHICLE TYPE: front-engine, front-wheel-drive, 5-passenger, 4-door sedan

PRICE AS TESTED: $33,945 (base price: $33,710)

ENGINE TYPE: turbocharged and intercooled DOHC 16-valve diesel inline-4, iron block and aluminum head, direct fuel injection

Displacement: 120 cu in, 1968 cc
Power: 140 hp @ 4000 rpm
Torque: 236 lb-ft @ 1750 rpm

TRANSMISSION: 6-speed dual-clutch automatic with manual shifting mode

DIMENSIONS:
Wheelbase: 110.4 in
Length: 191.6 in
Width: 72.2 in Height: 58.5 in
Curb weight: 3525 lb

PERFORMANCE: NEW
Zero to 60 mph: 8.5 sec
Zero to 100 mph: 26.2 sec
Rolling start, 5-60 mph: 9.4 sec
Top gear, 30-50 mph: 4.2 sec
Top gear, 50-70 mph: 6.2 sec
Standing ¼-mile: 16.6 sec @ 83 mph
Top speed (governor limited): 113 mph
Braking, 70-0 mph: 181 ft
Roadholding, 300-ft-dia skidpad: 0.82 g*
*Stability-control-inhibited.

PERFORMANCE: 40,000 MILES
Zero to 60 mph: 8.4 sec
Zero to 100 mph: 26.1 sec
Rolling start, 5-60 mph: 9.3 sec
Standing ¼-mile: 16.6 sec @ 83 mph
Top speed (governor limited): 113 mph
Braking, 70-0 mph: 171 ft
Roadholding, 300-ft-dia skidpad: 0.84 g*
*Stability-control-inhibited.

FUEL ECONOMY:
EPA city/highway driving: 30/40 mpg
C/D observed: 39 mpg

WARRANTY:
3 years/36,000 miles bumper to bumper;
5 years/60,000 miles powertrain;
12 years/unlimited miles corrosion protection;
3 years/36,000 miles roadside assistance;
3 years/36,000 miles free routine maintenance


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Volkswagen Passat Expert Review

Staff Writer

Pros

  • Fun for a midsize sedan
  • Diesel fuel economy
  • Rear seat space

Cons

  • Boring exterior design
  • V-6 fuel economy
  • Conservative interior design

The Volkswagen Passat midsize sedan was our 2012 Car of the Year and continues to be a star player in the midsize sedan class for 2013. Available with three engines in eight trim levels, the 2013 Volkswagen Passat is a Camry-killer in every aspect except sales.

Base models come equipped with a 2.5-liter I-5 engine producing 170 hp and 177 lb-ft of torque, and a choice of five-speed manual or six-speed automatic transmission. With the manual transmission, the five-cylinder Passat is EPA-rated at 22/32 mpg city/highway, while the automatic-equipped Passat is rated at 22/31 mpg. A 280-hp, 258-lb-ft 3.6-liter V-6 is offered exclusively with a six-speed dual-clutch automatic transmission, and achieves 20/28 mpg. For the hyper-miler, there's the Passat TDI with a 140-hp, 236-lb-ft 2.0-liter turbocharged diesel I-4 and a choice of six-speed dual-clutch or six-speed manual transmission. Models equipped with the former gearbox are rated at 30/40 mpg, while those equipped with the latter achieve 31/43 mpg.

If being picked as our 2012 Car of the Year wasn't enough, more recently a Volkswagen Passat 2.5 SE came out on top in a six-way midsize sedan comparison
including the Chevrolet Malibu, Nissan Altima, Ford Fusion, Honda Accord, and Toyota Camry. In that comparison, the Passat's driving dynamics wowed us: "The Passat may not be fast, but it feels happy doing its work, and that's a much more important ingredient in the driving experience." Interior packaging was also key to its success, with a cavernous backseat and the most rear legroom in its class. We said, "Very few cars of any size have this much space. Really does feel like an affordable Phaeton."

The V-6 model, with its steering wheel-mounted paddle shifters and 280 hp, allows the Passat's competent chassis to really shine. "As you can imagine, with 110 more horses and 81 more lb-ft than the base mill, the VR6-packing Passat is a lot more entertaining." In our tests, the Passat V-6 took 5.7 seconds to hit 60 mph from a standstill. Drivers who want better fuel economy, but still want their Passat to pack some oomph, will likely be happy with the TDI model. When we summed up our time with our long-term 2012 Volkswagen Passat TDI, we said, "The TDI received nothing but praise. Big torque, good throttle response, and road trips without fuel stops made it a traveling favorite."

The Passat seats five, and the aforementioned best-in-class legroom ensures that those five passengers can all be adults. An eight-way adjustable driver's seat is standard, as are cloth seating surfaces on S models. SE models receive faux-leatherette, while SEL models feature genuine leather upholstery. Bluetooth connectivity and steering wheel audio controls are standard on all models.

The 2013 Volkswagen Passat is one of the few vehicles to be named a Top Safety Pick+ by the IIHS, scoring "good" ratings in all categories accept the new small overlap front test, where it received an "acceptable." NHTSA awarded the Passat a five-star overall rating, with the sedan scoring fives in all categories accept rollover, where it earned four stars.

The Volkswagen Passat was introduced for model-year 2012, and carries over with few changes for 2013. Rear vents are relocated on SE models, and a rearview camera is made standard on the Passat SEL.

  • Toyota Camry
  • Honda Accord
  • Ford Fusion
  • Mazda6
  • Nissan Altima

Sterling midsize competency embodied

Sours: https://www.motortrend.com/cars/volkswagen/passat/2013/

Models 2013 volkswagen

Beetle Convertible

A new ragtop Beetle goes on sale in early 2013, available with a 2.5-liter 5-cylinder, a 2.0-liter turbo 4-cylinder or, get this, a turbo-diesel 2.0-liter inline-4. That makes it the only diesel convertible available in the U.S. Expect the fast-acting convertible top, in typical VW tradition, to be of excellent quality, well insulated and fitted with a glass rear window.

Beetle TDI Coupe

Recently, a Beetle TDI went on sale, starting at $23,295 and boasting an EPA highway fuel economy rating estimated at 39 mpg. Its 2.0-liter 4-cylinder turbodiesel puts out 140 bhp and a stout 236 lb.-ft. of torque.

2013 Volkswagen Beetle TDI

CC

Technically, the 2013 version of VW's 4-door "coupe" went on sale last March, but a new R-line trim package returns at the end of 2012. Based on the Sport model, the CC R-line has a more aggressive bumper, a larger lower air intake, projector foglamps, side skirts, shaded taillamps, unique 18-in. wheels and paddle shifters for the dual-clutch gearbox.

2012 Volkswagen CC

Jetta Hybrid

This Jetta, arriving late in the year, gets 45 mpg in EPA combined fuel economy. While that's a bit shy of the Toyota Prius' 50 mpg, this is the most efficient Jetta available, and only the second hybrid ever produced by the company. A turbo 1.4-liter gasoline engine with 150 bhp is aided by a 20-kW (27 hp) electric motor, with power sent to the front wheels by a 7-speed dual-clutch gearbox. The Jetta Hybrid can run on full electric power at low speeds (up to 37 mph) for about a mile. The lithium-ion batteries are in the trunk area.

2013 Volkswagen Jetta Hybrid

Future

VW's big push to sell more vehicles in North America is working, even without the fuel-efficient Polo and Up! models. We're hoping VW will stop selling the Chrysler-based Routan minivan and instead build a production version of the Bulli, the small microbus-like vehicle shown at the 2011 Geneva Auto Show.

2012 Volkswagen Up!

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More New Cars for 2013



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Sours: https://www.roadandtrack.com/new-cars/a22967/new-volkswagen-models-for-2013/
2013 Volkswagen Golf review - What Car?

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