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The other part of the story is, sometimes you gotta just change the story. The 1,acre Arizona facility has been in operation since —that's 25 years—and has become essential to VW's global operations.
As you're hopefully aware, Arizona, especially just outside Phoenix, is hot. About as hot as anywhere human beings live. In the winter it's cooler mercifully VW had us tour the place in December , so Volkswagen has another hot-weather proving ground in South Africa so they can keep abusing their products year-round.
The Arizona facility is responsible, however, for more than just baking metal in the desert sun. The proving ground is responsible for corrosion testing, long-term mileage accumulation there are 49 different routes through Arizona they use to rack up 7.
Rumor has it that the aforementioned Chairman Pi ch laid out nine engineering benchmarks for the Bugatti Veyron.
One was that it had to be able to run at mph in degree heat for 10 hours straight. The Arizona facility's 5-mile long oval sure would make a great place to try that out.
I mention Bugatti for a reason. See, it's not just the Volkswagen brand that uses this hot weather facility. All the VW Group brands do. The corrosion testing was my favorite part of the tour.
First of all, they have several humidity chambers. Cars are placed inside a garage that's kept at degrees and percent humidity for 19 hours per day.
Once out, they are inserted into salt chambers where you can literally taste the 3 percent salt solution in the air.
VW claims that a few rounds of this punishment are equal to 12 years of East Coast driving. If a problem is identified, it's then obviously corrected.
All that leads us nicely to the new seventh-generation Jetta, which—yes—was engineered specifically for the American market.
Also, much of the road testing took place in the nearby city of Maricopa. The new Jetta is solid. No surprises here—it's basically a larger Golf with a trunk.
Actually, there was one surprise. I climbed under the rear of the Jetta to have a look, and staring back at me was a beam axle, also known as a torsion beam.
The last Jetta began life with an inexpensive beam axle but then in switched to a fully independent rear suspension. Why the retrograde move?
Independent suspensions cost more money, and when you're near the bottom in terms of sales of an especially price-sensitive segment, you save pennies where possible.
The good news is that like the old beam-axle Jetta, the new one rides and drives quite well. I doubt any customers will mind the cost cutting, and most compact sedan shoppers won't be able to tell the dynamic difference in the suspension swap.
Also, you can go ahead and bet in the affirmative that we're going to see a hopped-up GLI version of the new Jetta, one that will sport a fully independent rear in addition to much more power.
Volkswagen turned us loose on a tight and twisty single-lane road course to evaluate how the new Jetta drives. Although it's not a sports car, the new Jetta displays no bad behaviors.
There's no torque steer, understeer shows up when you drive the car harder than 90 percent of its buyers will ever drive it, and its brakes felt strong and healthy.
Power from the turbocharged 1. VW is being mum on the actual output, but horsepower isn't a bad guess. VW also let us play with the Jetta on the same banked oval as the Veyron once did.
An engineer told me the car's top speed is mph. Like all good German cars, the Jetta was composed and relaxed at Vmax.
Even if it's not much of a Vmax. More seat time will be needed to provide a real, proper review. Especially time spent simultaneously driving other cars in the Jetta's segment.
This will happen soon. Volkswagen will be showing the car at the Detroit show in January and will then begin manufacturing the finished product in March.
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