Consumer Reports on the Jetta Hybrid & Prius Plug-in

Consumer Reports seems to really like the Volkswagen Jetta Hybrid. On the other hand, the Toyota Prius Plug-in doesn't fare quite as well:

Volkswagen Jetta Hybrid & Toyota Prius Plug-in

One delivers economical fun, the other underdelivers

Consumer Reports magazine: August 2013

If you’re eyeing a hybrid as a way to stretch your fuel dollars, your choice has gotten a lot more complicated in recent years. Roughly 25 conventional hybrids are now on the market, with more showing up regularly. They include the new 2013 Jetta Hybrid, one of the most engaging hybrids we’ve driven.

In addition, a new wave of plug-in hybrids can further cut your driving costs if they fit your driving habits. But even these models vary significantly. For example, the Chevrolet Volt, the first plug-in hybrid, runs entirely on electricity until the battery becomes depleted and a small gas engine kicks in. We averaged about 35 miles in electric mode, which would let many people commute gas-free by charging every night.

The Toyota Prius Plug-in operates differently. With a full charge it runs on electric power for a limited number of miles under most driving conditions, but it isn’t gas-free. Heavier acceleration, hills, and hot or cold ambient temperatures typically cause the gas engine to kick in even when the car is in electric mode. We got about 12 miles in the electric mode, during which we measured the equivalent of 67 mpg. But in normal hybrid mode, fuel economy dropped to 43 mpg, one less than the regular Prius.

The Plug-In starts around $32,000, about $5,000 more than a similarly equipped Prius, before a $2,500 federal tax rebate. The Advanced trim we bought was $40,510, prompting one tester to sum it up as “too little, too late, and for too much money.”

Volkswagen Jetta Hybrid | Toyota Prius Plugin - Consumer Reports Road Tests

 

For those without access to the Consumer Reports online site, here's the full article...

Volkswagen Jetta Hybrid & Toyota Prius Plug-in

One delivers economical fun, the other underdelivers

Consumer Reports magazine: August 2013

Prius Plug-In review
Volkswagen Jetta Hybrid 2013 quick take


Volkswagen Jetta Hybrid (Road-test score: 79) | More test findings | Toyota Prius Plug-in (Road-test score: 71) | More test findings





If you’re eyeing a hybrid as a way to stretch your fuel dollars, your choice has gotten a lot more complicated in recent years. Roughly 25 conventional hybrids are now on the market, with more showing up regularly. They include the new 2013 Jetta Hybrid, one of the most engaging hybrids we’ve driven.

In addition, a new wave of plug-in hybrids can further cut your driving costs if they fit your driving habits. But even these models vary significantly. For example, the Chevrolet Volt, the first plug-in hybrid, runs entirely on electricity until the battery becomes depleted and a small gas engine kicks in. We averaged about 35 miles in electric mode, which would let many people commute gas-free by charging every night.

The Toyota Prius Plug-in operates differently. With a full charge it runs on electric power for a limited number of miles under most driving conditions, but it isn’t gas-free. Heavier acceleration, hills, and hot or cold ambient temperatures typically cause the gas engine to kick in even when the car is in electric mode. We got about 12 miles in the electric mode, during which we measured the equivalent of 67 mpg. But in normal hybrid mode, fuel economy dropped to 43 mpg, one less than the regular Prius.

The Plug-In starts around $32,000, about $5,000 more than a similarly equipped Prius, before a $2,500 federal tax rebate. The Advanced trim we bought was $40,510, prompting one tester to sum it up as “too little, too late, and for too much money.”

Still, the Prius Plug-in is practical and efficient, and with its excellent reliability, we recommend it. Although the Jetta Hybrid’s test score was higher, it’s too new for us to have reliability data, so we can’t recommend it.

Volkswagen Jetta Hybrid (Road-test score: 79)


The Jetta Hybrid may not be the most efficient gas/electric car we’ve tested, but it is one of the most enjoyable and engaging to drive. Its thrifty 37 mpg overall is the same as we measured in the Ford C-Max Hybrid, but it’s not quite up to the Toyota Prius’ 44 or the Honda Civic Hybrid’s 40. Still, it’s a nicer all-around car to drive than the Prius or Civic, with responsive handling, a comfortable ride, a quiet interior, and a spacious rear seat with generous leg room.

But the Jetta has drawbacks. Its regenerative braking system results in a touchy brake pedal. The battery pack eats into the trunk space. Premium fuel is required, which cuts into the cost savings. And our $28,055 Jetta Hybrid SE lacks some features we expect for that price, such as a full-power driver’s seat and heated front seats.

If you’re comparing this model with the diesel-powered Jetta TDI, here’s the scoop. The Hybrid gets 3 mpg more than the TDI’s 34 overall and is nicer to drive. The TDI costs about $3,000 less and has a roomier trunk.

For about the same price as the Jetta Hybrid, you could get a roomier midsized car, such as the Ford Fusion Hybrid (39 mpg overall), Toyota Camry Hybrid (38), or the diesel-powered Volkswagen Passat TDI (37).




High-tech showcase. The Jetta Hybrid sports a lot of cutting-edge technology. Its electric motor is powered by a lithium-ion battery, and it’s coupled with a 1.4-liter turbocharged, direct-injected engine and a smooth seven-speed, dual-clutch automated manual transmission.

To save fuel, the Jetta easily runs on electric power alone up to about 35 mph and shuts off the gas engine when coasting. The start/stop system turns off the engine when the car comes to a stop, but it restarts with a slight shudder.

The transmission’s operation feels more “natural” than that of the continuously variable transmissions used in other hybrids. But when starting on an incline, it may let the car roll back a bit, which is disconcerting.

The Hybrid rides very comfortably and handles better than any Jetta sedan we’ve tested, except for the GLI sporty version. When pushed to its handling limits, the Hybrid was well balanced and posted a commendable speed through our avoidance maneuver.

Noise is kept to a minimum in the hushed, well-isolated cabin.

The interior is fairly basic, with leatherette seats that are cold in the winter and sticky in the summer; real leather isn’t available. But the cabin offers generous head, leg, and foot room. The wide front seats provide good support and include a manual lumbar adjustment. Some drivers felt that the telescoping steering wheel took more fiddling than usual to get the correct position.

Gauges are big and legible, and controls are simple. SE and higher trims use a touch-screen radio with a large display, big onscreen buttons, and easy-to-read letters. It also includes a colorful energy-flow diagram. There are separate knobs for volume and tuning.

Pairing a phone via Bluetooth is overly complicated, and voice commands weren’t always recognized.  “Aux” and  “media in” jacks let you connect a smart phone or music player. You can also play media through an SD card slot. We think it’s worth the $1,995 upgrade to get an SE version for the touch-screen radio and USB interface, among other upgrades.

Highs
Fuel economy, quietness, ride, transmission, roomy rear seat

Lows
Touchy brake pedal, requires premium fuel, small trunk, can roll back on hills

Trim line
SE

Drivetrain
170-hp, 1.4-liter turbocharged four-cylinder engine with electric motor; seven-speed automated manual transmission; front-wheel drive

Major options
None

Tested price
$28,055

More test findings

Braking
Performance was sound, but the brake pedal is very touchy, especially at lower speeds and in stop-and-go traffic

Headlights
Low-beam lights provide only fair levels of forward and side illumination. Brightness and reach are modest. High beams improve intensity and illuminate far forward

Access
Large front doors provide easy access to the front seats. Rear access is fairly good despite a tall sill

Visibility
Very good, thanks to the generous glass area and thin windshield pillars. Rear roof pillars and head restraints intrude somewhat into rear visibility. A backup camera is available only on the SEL Premium

Cabin storage
Moderate, with a medium-sized bin between the front seats. The glove box is cooled

Head restraints
The center-rear head restraint must be raised to provide adequate protection

Child seats
To install some forward-facing seats, the rear head restraint may need to be removed, which requires a special tool

Toyota Prius Plug-in (Road-test score: 71)




The Toyota Prius, at 44 mpg overall, has been our Top Pick in green cars for 10 straight years because it combines excellent gas mileage with a roomy, versatile interior and excellent reliability. The new Plug-in model, with a larger battery, is intended to crank up the efficiency another notch by letting the car run on electric power more of the time. It does that for a short distance, but unlike the Chevrolet Volt, it doesn’t operate as a pure-electric car. Even in its  “electric” mode, the gasoline engine can kick in if you apply more than a light touch on the accelerator or if you’re climbing a moderate grade.

With a full charge, which takes about 3.5 hours through a common household outlet or  1.5 hours on a 240-volt connector, we’ve been able to drive the Prius Plug-in only about 12 miles before it reverts to normal hybrid operation. In the EV mode, we got the equivalent of 67 mpg, counting both the electric energy and gasoline. But when the car reverts to normal hybrid operation, gas mileage dropped to 43 mpg overall, still excellent but slightly less than the regular Prius because of the extra battery weight.

That extra weight, along with the use of different tires, may have also accounted for differences in handling performance, which helped drag down the Plug-in’s test score from a 79 to a 71.

Overall, the token increase in efficiency isn’t worth the higher price. If you want a car that truly benefits from plug-in capability, consider a Chevrolet Volt or Ford C-Max Energi, which are nicer cars that let you drive gas-free for longer distances.




Not much flash. Overall, the Prius Plug-in is very similar to the regular Prius. It rides well enough, but underlying firmness is notable. It handles soundly but isn’t particularly agile. The steering is responsive but devoid of feedback, and some testers likened it to a video game.

At the mid-$20,000 price of a regular Prius, we’re willing to put up with the car’s fairly basic interior. But when you hit the $40,000 tag of our Plug-in Advanced, the interior quality is unbecoming. On the plus side, interior components are well assembled and most panels fit together nicely.

Drivers will find ample room. A power seat is welcome, but the steering wheel didn’t telescope far enough out for most people. The rear seat is very accommodating.

Digital displays mounted high on the dash are fairly large and easy to read. And an optional heads-up display can show speed and other info on the windshield.Most controls are straightforward. But some onscreen buttons are small and crammed together. The electronic shifter takes some getting used to. The touch screen shows a colorful power-flow diagram.

Pairing a phone via Bluetooth is simple, and you can operate an iPhone or iPod with buttons on the steering wheel. When Toyota’s Entune infotainment system is connected with a compatible smart phone, it lets you use apps such as iHeartRadio, Open Table, Pandora, and others; some features are locked out when the car is moving to reduce distraction.

Voice commands are convenient for using navigation, phone functions, and SiriusXM Travel Link, which lets you check gas prices, weather, traffic information, and more. The navigation system can also guide you to charging stations.

Highs
Fuel economy, rear seat, access, reliability

Lows
No true electric-only propulsion, agility, fit and finish, rear visibility

Trim line
Plug-in Advanced

Drivetrain
134-hp, 1.8-liter four-cylinder engine with electric motor; continuously variable transmission; front-wheel drive

Major options
None

Tested price $40,510
More test findings

Braking
Short stopping distances and a normal pedal feel from the regenerative braking system

Headlights
Standard LED low beams are super-white and bright but do not illuminate far enough ahead to give drivers enough time to react

Access
Large door openings, high seats, and shallow sills make access to the front seats very easy. Assist grips are mounted above each door

Visibility
Thick pillars limit the view all around, and a horizontal bar divides the rear window. A backup camera is standard

Cabin storage
Moderate, including two glove boxes and a large, shallow bin under the center console

Head restraints
Active front restraints move forward in a rear collision
to reduce head travel and whiplash injury. The rear-center restraint must be fully raised