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Driving Impressions

Turn the key in the Volkswagen Jetta S, SE, or SEL sedan and you're greeted by the raspy growl of a five-cylinder engine. It's definitely an in-your-ear sound that will find favor with those who appreciate mechanical sounds. We like it, but it might be annoying to drivers who'd rather talk on the phone.

The 2.5-liter reaches 0-60 in about 8.5 seconds (the manual is quicker) and records EPA figures of 21/29. Jettas with the gasoline two-liter turbo cut 1-1.5 seconds off acceleration time and the DSG automatic is the quicker of the two; EPA ratings are virtually identical to the 2.5 liter. The new 2-liter turbodiesel will take longer to reach 60, in the nine second range, about what you'd expect from a car this size with these EPA figures: 29-30 city/40-41 highway.

There has been some controversy about the diesel's EPA ratings. In third-party testing AMCI produced results of 38/44 mpg and in a December 2006 study the EPA concluded their miles-per-gallon labels underestimated diesel mileage by double digits and overestimated gasoline and hybrid-electric figures. From early drives we anticipate the Jetta TDI capable of mid-30 to mid-40 mileage. It should also be noted that the Jetta TDI does not need fuel additives at refueling or maintenance intervals that some diesels require, and it qualifies for IRS tax credits.

As soon as the Jetta pulls away from the curb, there's a feel of solidness and a sense of high quality. Volkswagen invested in structural rigidity, and it paid off in ride quality and handling.

The five-cylinder engine is tuned for instant gratification, and we like it. It is all about usable midrange power here, with a relatively low 5800 rpm redline and no need to explore it. Throttle tip-in is aggressive, especially when the automatic transmission is in Sport mode so you'll want to avoid it for commuting. The engine provides little braking while driving downhill, however, and we'd prefer that it did for the control it provides.

Regardless of gearbox, the 2.5-liter never felt underpowered in a week of testing on freeways, over mountain passes and around town. Its rasp turns a bit strident when the accelerator is fully applied, but it's more a syncopated growl of power than a whine of discontent. We can attest that the Jetta will cruise all day long at 90 mph and, given an autobahn or race track to explore, will reach almost 130 mph at its top end. The 2.5 is a very flexible engine, and it delivers power when needed, no matter the gear. Raw speed is not what this five-cylinder does best, however.

The six-speed automatic with Tiptronic does just about everything an automatic transmission should do. In full automatic mode, the transitions between gears are quick and slip-free. Slam the gas pedal down and downshifts are crisp, and the transmission holds the chosen gear until redline before swiftly shifting up to the next gear. Switch to the manual mode by moving the shift lever into a gate to the right. Pushing the lever forward in the manual mode chooses a higher gear, while pulling back selects a lower one.

Handling is rewarding, inspiring confidence on curving mountain roads. The Jetta carves through a corner with precision, and body lean is almost non-existent. Entering a corner too quickly is easily corrected with the excellent four-wheel disc brakes. ABS helps the driver maintain steering control while braking, while Brake Assist ensures maximum brake force during panic stops. Get everything wrong and stability control will do better than you at returning to normality. The Jetta's high-tech traction aids provide a greater envelope of safety yet do little to diminish the driving experience.

We think this is one of the best-handling front-wheel-drive cars Volkswagen has produced; the lighter Rabbit/Golf is perhaps more tossable. Jetta benefits from its multi-link rear suspension, instead of VW/Audi's traditional twist beam, along with a carefully designed MacPherson strut front suspension. The Jetta is a well-balanced car, with little or no sense that the front end is doing the work of both pulling and steering the car.

The steering is sharp. It not only adjusts to speed, providing more assist at low speeds and higher effort on the open road, but through electronic control of the steering column it automatically corrects the car's direction when such external forces as crosswinds threaten to move it off track. It's a bit disconcerting at first for the car to do something a driver expects he or she will have to do, but in short order the self-correction becomes a welcome improvement.

For slippery conditions, Jetta's anti-slip regulation (ASR) and electronic differential control (EDL) team up to make the best of available traction; with a good set of winter tires all-wheel drive is not needed.

The GLI is the high-performance Jetta sedan. Its four-cylinder engine is smaller in displacement than the standard five-cylinder, but it's turbocharged and develops a fat curve of usable torque, with 207 pound-feet available from 1800 to 5000 rpm. This means good response on the highway and around town. Step on the pedal and it goes not matter what. Yet this engine will gleefully rev to 6000 rpm in pursuit of its 200 peak horsepower. Volkswagen says the GLI can accelerate from 0 to 60 mph in 6.7 seconds. We easily reached the electronically limited top speed of 130 mph on some deserted roads in New Mexico, where the roar of the wind clawing its way past the car was the sole intrusion on the peace inside the cabin. The same engine powers the SEL SportWagen.

The 2.0-liter turbocharged engine and VW's terrific dual-clutch DSG auto-manual transmission make a sweet combination. It really makes two cars in one: smooth cruiser and performance bruiser. On a long trip, the DSG six-speed automatic exploits the economies of its fifth and sixth gears. Yet a dash across town perks it up, and it stays in lower gears longer for better acceleration. It downshifts directly from fifth or sixth gear to third if passing power is needed right now, skipping the gears in between. The driver can shift manually by sliding the gear lever into the DSG slot, which initiates touch-shifts through the gear lever itself; or via steering-wheel-mounted paddles on the GLI. It's a brilliant system, crisp and smooth, and operation is direct and intuitive; it is the automatic enthusiasts turn to with a broken left ankle.

When the roads started to bend, the GLI's sport-tuned suspension reduced driver effort to searching for music on the satellite radio. The GLI's springs are stiffer (a sizable 24 percent in front and 29 percent in the rear), and its anti-roll bars slightly thicker than on other Jetta models. The brakes are also larger, by 24 millimeters in front and 26 mm at the rear.

The GLI suspension's feel is a blend of good and bad, however, particularly in cars fitted with the optional 18-inch wheels and performance tires, as was our test car. On choppy pavement, or over the expansion joints of concrete freeways, the GLI hip-hops along like a hyperactive bunny, reducing the enjoyable ride quality found on smooth roads into a tooth-chattering irritation. The performance enthusiast in us applauds Volkswagen for getting rid of its marshmallow-soft suspensions of recent years and giving the GLI truly sporty underpinnings; but unless high-G cornering forces are important or you use solely good infrastructure, the 17-inch wheels are the better choice for daily driving.

TDI marks the return of Volkswagen diesels to the U.S. and this 2-liter four-cylinder is a derivative of the best-selling diesel in Volkswagens and Audis sold in Germany where they demand performance and fuel economy. It delivers 140 hp but the horsepower lost to the 2.5 and 2.0T (30 and 60, respectively) is made up for by the diesel's superior torque of 236 lb-ft from just 1,750 rpm. That grunt makes itself know in the form of a well of elastic urge, so relaxed you often find yourself cruising along at speeds more appropriate for Germany than the Interstate. Beyond diesel fuel (stations are plentiful and you'll get 400-500 miles from a tank) the TDI makes no special requests?it starts quickly even if cold, is frequently quieter than the 2.5, disappears into the background at speed and most of your passengers will never know if you don't tell them.

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