Right or wrong, this review of the 2013 Volkswagen Beetle convertible became a referendum on its dude-friendliness. But that’s partly VW’s fault for insisting it had broadened the appeal of the Beetle when it introduced the latest coupe roughly two years ago. We agree that the new car is more aggressive, even if some might see it as spiking a 55-gallon drum of Hi-C with a shooter bottle of Absolut. But does the softtop of the recently introduced and redesigned cabrio negate the additional machismo? We armed ourselves with a sporty Turbo cabriolet to give the Bug its best shot.
As in the coupe, a gas five-cylinder and an efficient diesel four-cylinder are also on the convertible’s order sheet—we’ve driven both—but the Turbo is the top dog. Its force-fed 2.0-liter four packs a respectable 200 horsepower and 207 lb-ft of torque, and our test car routed that output through a six-speed manual. (A six-speed dual-clutch automatic is optional.) The Turbo gets upsized brakes, a stiffer front anti-roll bar, and 18-inch aluminum wheels. A new R-Line package further amps up the curb appeal, although our test car lacked that option. The multilink rear suspension exclusive to the Turbo among Beetle coupes is standard on every cabrio.
Turbo specification boosts the functional and attractive interior with carbon-fiber-look dashboard trim and a dash-top pod that houses a stopwatch and gauges for oil temperature and boost pressure. A black or tan top is available, and the Beetle’s most-chic colors—Yellow Rush and Denim Blue, as well as Toffee Brown—are stricken from the Turbo’s options list, leaving Tornado Red, Black, Candy White, Reef Blue, Reflex Silver, and Platinum Gray. (If you can’t live without Denim Blue, it can for now be paired with the turbocharged four via the automatic-only 1960s special-edition convertible.)
This Bug is fun to drive, but it’s hardly hard core. The soft suspension provides a courteous and comfortable ride, and the electric steering is accurate and communicative enough. Power comes on smooth and strong—especially in the midrange—and we managed a brisk 6.7-second trip to 60 mph. The structure allows some quivers but is generally only perturbed by really rough pavement, which elicits minor window rattling and cowl shake.
Top up, the cabrio maintains the coupe’s hunkered-down roofline, but not much of its rear visibility. Significant blind spots exist to either side of the back window, which resembles a gun slit at the end of a dark hallway. The three-layer top is a gem, and with it closed, we recorded the same 72-decibel sound level at 70 mph as we did in the coupe. More impressive, the cabrio weighed just 81 more pounds than a Turbo coupe we recently tested.
No convertible review is complete without a little top-down action, so we went alfresco in freezing Michigan to gather impressions. Pressing and holding a button at the top of the windshield lowers the top in a quick 9.5 seconds, after which the Beetle is much easier to see out of. Driving around snowy Ann Arbor this way revealed the heater and the seat warmers to be effective and also a fair amount of wind buffeting at speed. Rolling the windows up or fitting the optional ($600) wind blocker mitigates the effect of the wind, but note that the blocker can’t be mixed with rear-seat passengers, as it mounts over the seats. You can leave it in place with the top raised, a feat that is accomplished in 11 seconds. The top can be operated at speeds of up to 31 mph.
Whether the weather cooperates or not, the Beetle is fun to drive and fun to look at. Your wallet might even have some fun. We recorded 23 mpg in spirited urban driving, and our base Turbo rang in at $29,190, with only the wind blocker adding to the total. A five-cylinder 2.5 model starts at $25,790, and a loaded Turbo just crests $32,000. Although most bystanders—judging by several college-aged guys who pointed and snickered at our car—still seem to think the cabrio is a chick car, we think the cloth top nicely enhances the latest Beetle’s relaxed cool. So enjoy, ladies and self-confident gentlemen. And if you’re after maximum zip factor, be sure to spec the Turbo.
Specifications
