2007 Volkswagen Eos
If the mention of a topless Volkswagen conjures up visions of the wobbly old Rabbit convertible, better get a grip. The latest iteration of that theme is a far better car. It rides on the Golf/Rabbit platform and most of its parts come from the same bin. But the Eos bodywork is unique and quite fetching, more so with top up than down, in my opinion. Its 174.5-inch overall length makes it about 6 inches shorter than a Jetta.
The roof of the new VW Eos isn't canvas, it's a retractable hardtop. It also has an enormous built-in sunroof that latches at the windshield header and slides up and over the roof when open. The expansive glasswork brightens up the cockpit but the need for both forms of wind-in-hair motoring experience is debatable. Cockpit turbulence with sunroof fully open is considerable at speeds above 60 mph but the clever folding hardtop works quite well.
There are 7 cubic feet of trunk room remaining with top down, pretty good for a retractable hardtop. Making use of that space requires some creativity, though, since the segments reserved for the folded top are delineated by a wobbly, hinged box partition that also prevents access to the forward trunk section when the top is stowed. Wind turbulence again is significant with the metal roof retracted although raising the side glass helps. Installing the folding windscreen over the rear seat chops the noise level considerably.
Interior appointments are similar to the GTI's-a tasteful mix of black upper IP and door panels plus lighter contrasting material and aluminum trim and hardware. Extra switches near the seatback release levers allow rear passengers to slide front seats forward for entry. They'll need to; the compact 101.5-inch wheelbase provides barely enough rear legroom for five-foot-nine-inch occupants. Forget about transporting anyone much taller, particularly in light of the limited rear headroom, a lot of which is consumed by that big sunroof. Consider it a 2+2 and plan accordingly.
Unlike the old Rabbit, the Eos rides on a commendably stiff platform. There's a bit of cowl shake with the top down but hardly any when it's up. And most of the superb driving dynamics of the GTI are carried over as well. The suspension is a bit softer and the Cg is higher. In four-cylinder form it's also 405 pounds heavier than the coupe, leading to more roll and less-precise control of body movement over major pavement undulations. With its cast iron block, the V-6 version is a bit portly at 3,686 pounds and a lot of that rests on the front wheels.
But the essence of the quick, nimble GTi remains intact, at least in the four-cylinder test car I drove. The driving position is excellent with major controls correctly positioned and nicely weighted. Steering receives electro-hydraulic assistance and it's accurate with acceptable feedback. The all-season 235/45-17 Michelin Pilot MXM4 tires (an optional upgrade from the standard 215/55-16s) generate 0.82g of grip.
The Eos is a fairly willing participant if you feel like carving up a twisting back road. But its handling lacks the precision of the GTI and it doesn't encourage being tossed around quite as much. The suspension is softer and curb weight is up by 405 pounds. Small impacts are soaked up well but large pavement undulations taken at speed can have it hammering on the bump stops.
Motivated by the 2-liter FSI turbo engine, the 6-speed manual version can reach 60 mph from rest in the low-seven-second range and hits its electronic limiter at 130 mph, just under redline in fifth. It has enough grunt to easily maintain triple-digit cruising speeds in hilly country but that sort of velocity really doesn't suit the character of the car. It's much more suitable as a sporting but relaxed cruiser.
For that reason I suspect that the majority will order the optional DSG manumatic, the better choice for those more interested in top-down motoring than canyon racing. But the manual box remains the tool of choice for serious drivers, offering more control without the penalty of the DSG's rollback at stoplights and abrupt part-throttle gear changes.
When four cylinder-powered, the DSG's shorter final gearing makes it a hair quicker than the six speed. A 3.2-liter FSI V-6 rated at 250 hp and 235 ft-lbs is optional and available only with the DSG transmission. EPA mileage with the six is 22/29, down from 23/32 with the six-speed 2.0T. The extra motor gets you to 60 mph half a second quicker but I doubt that most buyers will see a need for the two additional cylinders.
Included with the $29,990 base price is automatic dual-zone climate control, heated front seats, cruise control, single CD player with MP3 capability and a locking rear-seat pass-through. My test car had the $3,690 sport package that gets you leather-covered sports seats, rain sensing wipers,
