Rockin03mp5
Member
- :
- '13 Mazda3 / '13 Edge / Your Mom
so i noticed.
note to self... do not buy from that vw dealership.
they dont know anything.
they didnt even know about the "all new" jetta for 2011.
2011 Volkswagen Jetta
- Thread starter mikeyb
- Start date
so i noticed.
note to self... do not buy from that vw dealership.
they dont know anything.
they didnt even know about the "all new" jetta for 2011.
As a former dealership employee, dealers are always the last to learn of new product.
Rockin03mp5
Member
- :
- '13 Mazda3 / '13 Edge / Your Mom
true... but if you cared about the product... wouldnt you keep up on the research?
You would think that.
Rockin03mp5
Member
- :
- '13 Mazda3 / '13 Edge / Your Mom
oh and i just checked their website again... and they have the lip kit and skirts available for the 2010 sportwagen again. it would give you an idea of what the new jetta would look like with it.
greenarixate
Member
- :
- RX-8
I like this model. It seems refined compared to the 07's.
The 2010 Sportwagen just received a facelift like the Rabbit/Golf did. There will be an all new model when after the 2011 Sedan and Coupe roll out.
First Drive: 2011 Volkswagen Jetta gets with the (American) program
This went on for over two decades until the corporate mothership finally recognized that its compact sedan was what the people wanted Stateside. So for 2011, the Jetta has been restyled, reformed and reinvigorated with a new purpose: to take on the Honda Civic and Toyota Corolla, not to mention the Mazda3.
How? This story begins and ends with price. A 2011 Jetta in "S" trim will set you back just $15,995. Compare that to the 2010 model, which starts at $17,735, and the Civic and Corolla which clock in at $15,655 and $15,450, respectively. The "German premium" has finally been addressed. But at what cost? We trekked to San Francisco to find out.
For the first time ever, the same sheetmetal and assorted accoutrement found on the Euro-market Jetta are fitted in the States. Say auf wiedersehen to the massive grille and accompanying chrome, and instead, enjoy a more aggressive take on the Golf's fascia, complete with a bisecting bumper and slit headlamps. The lower air dam and recessed fog lamps are more subdued, but the protruding lip spoiler comes across as slightly overwrought and a bit awkward.
A choice of 15- 16- or 17-inch wheels – depending on spec – fill the barely blistered fenders and include one busy, multi-spoke option and another ten-spoke set reminiscent of the hoops fitted to our long-term TDI Street Cup.
Viewed in profile, there's not much to catch your eye aside from two subtle creases that run the length of the sides, but the rakish rear gives off the air of a Volkswagen Phaeton at three-quarters scale and the taillights are very Audi-esque – no surprise considering this is a Walter de'Silva joint, the man whose pen headed Audi design from 2002–2007. The SEL badges on our tester look cramped on the trunk, but the inverted heated side mirrors are both attractive and aggressive, complete with integrated turn signals.
The Jetta's overall demeanor comes across as a blend of European subtlety and some American arrogance, and there's an overarching sense of penny-pinching that extends from the exterior all the way to the inside.
To hit its sub-$16,000 price point, some concessions had to be made, and that's most obvious when you crack open the door. The multifunction steering wheel can still be had with a leather wrap (SE with the Convenience), but the spoke materials have cheapened. To make matters worse, the same Playskool-grade plastic coats nearly every surface you touch, from the dash to the doors and covering the center console, instrument panel surround and various trim bits. The climate controls have been reworked and not for the better, exchanging the heavy solidity of the previous model for knobs and buttons that feel two grades below what's currently on offer. And the console-mounted push-button start is laughably contrived, coming off as an afterthought both in placement and execution.
But again, this is a $16,000 sedan. And it's not all bad.
The elongated wheelbase (104.4 inches) and additional length (182.2 inches end-to-end, or 2.9 inches longer than the 2010 model) pays dividends for both front- and back-seat occupants. Specifically, those confined to the rear quarters enjoy an additional 2.7 inches of leg room at 38.1 inches. VW likes to boast that the standard-wheelbase BMW 7 Series offers up 38.4 inches of lower-limb space, but while the numbers jive, the feeling in back is decidedly less plush (blame that primarily on the BMW's six or so inches of additional shoulder room).
Unsurprisingly, there were no base models on hand, so we saddled up in an SEL-spec (with sunroof) tester, complete with 16-inch Sedona wheels, a six-speaker stereo, iPod integration, Sirius, Bluetooth and VW's new five-inch "RNS 315" touchscreen navigation system. Keep your hands off the dash and on the wheel, and the experience is remarkably more pleasant, but at $23,395, it better be.
Although VW officials didn't douse us with specs during our morning briefing, we managed to corner an engineer in the afternoon to get a better idea of what's going on underneath the sheetmetal. To begin with, this is an all-new platform, and the suspension is comprised of MacPherson struts up front and a torsion beam in the rear, with the available Sport pack substituting in stiffer springs, retuned dampers and larger anti-roll bars. Interestingly, when it arrives, the GLI will swap the beam out back for a multilink arrangement. The decision not to equip all 2011 Jettas with the GLI's more sophisticated rear end caught us off guard until our new friend reiterated the old chestnut that German customers are more interested in handling while American buyers care more about conveniences (read: cupholders) – particularly in this segment. Obviously, we beg to differ, but the limited take-rate estimate for the Sport pack will likely vindicate the beancounters' decision. Once again, it's all about the Benjamins – or a lack thereof.
For 2011, the engine lineup has grown by one, with a choice of a 2.0-liter inline-four outputting 115 horsepower at 5,200 rpm and 125 pound-feet of torque at 4,000 revs (initial fuel economy estimates come in at 24/34 mpg city/hwy). The 140-hp 2.0-liter TDI will remain (due in December) and Volkswagen has confirmed that a GLI version is on its way next year with a 2.0-liter TFSI four putting out 200 hp and 207 lb-ft of torque, and delivering a 0-60 time of 6.7 seconds with a six-speed manual and 6.8 when fitted with the automaker's dual clutch DSG transmission.
Our tester was fitted with the familiar 2.5 MPI five-cylinder, churning out 170 hp at 5,700 rpm and 177 lb-ft of torque at 4,250 rpm, and delivering an estimated 24 mpg it the city and 33 mpg on the highway. Mated to a six-speed manual, the 0-60 time clocks in at 8.2 seconds, but considering the projected take-rate for the stick, we sampled the six-speed automatic version, which delivers a run to 60 in 8.5 seconds and is more attuned to what the U.S. market wants. And what they want is an appliance.
In this regard, the Jetta succeeds.
As enthusiasts, it's easy to dismiss the 2011 Jetta as a cynical attempt by VW to dumb down its product in order to capture market share in the U.S. But scratch beneath the surface and it's obvious that VW is trying to blend its core values with a more accessible price. This becomes face-smackingly evident the moment you get underway.
The average consumer could care less about steering feel, and the Jetta's on-center sensation delivers with a light touch and an overall lack of feedback. Compared to the electronically controlled tiller on our TDI, the hydraulic rack's steering effort is Corolla-light from lock-to-lock, with only a slight tightening when pushing through the bends.
Driving a Sport model back-to-back with a standard SEL, the revised suspension components are barely perceptible around town, on the freeway and even through the backroads. Pushed hard enough, the Jetta rolls over on its sidewalls, but the handling is decidedly sportier than its entry-level competitors from Japan – save the Mazda3. The faux leather seats on the SEL are worlds better than a similarly equipped Corolla, and optioning up for the Sport delivers more side bolstering and slightly softer cushioning. They're good, but not quite as comfortable as some of Honda's thrones.
Brake feel is reminiscent of the last-generation model – spongy up top with a more progressive pedal feel further down the travel – and power from the 2.5-liter five-pot is more than adequate for most applications, particularity given the car's commendable 110-pound weight reduction over its predecessor. Our lone gripe with the engine/tranny combo came in the form of a unnerving lurch when applying minimal pressure to the throttle from a standstill. We're not sure if this was a calibration issue or something related to the hill-start assist feature, but VW assures us that the hiccup will be exorcised before sales begin later this year.
Although the banner headline for the 2011 Jetta is its $15,995 price of entry, as with all vehicles hailing from Germany, that price rises precipitously as the option boxes are ticked. The SE comes in at $18,195, and with the Convenience package, the tally rises to just below $20k. Add the sunroof and you're up to $20,795. Start going for broke with an SEL ($21,395) and you're on a collision course to $24,195, not including the $1,100 automatic option.
Compared to its rivals, that's easily in-line with the market, but two overarching questions remain: How will the new Jetta's reliability fare after more than five years of ownership (something that's standard in this segment)? And can public perception of a German car's affordability and durability be shifted enough to allow Volkswagen to score the market share it so desperately craves?
With VW gunning hard for the mantle of world's largest automaker by 2018, this new Jetta is a massive cornerstone in its plans for global domination. The pricing is about right and the experience its exactly what American consumers expect. And perhaps even more significant, if you line up the Corolla, Civic and Jetta, the German still offers a more premium first impression despite the new cost cutting. But will that all be enough, and will marque loyalists accept this shift in focus? We should have a good indication by this time next year.
[autoblog]
<small>
</small>
For Volkswagen of America, it doesn't get more brot-und-butter than the Jetta. Forced into the shadow of the best-selling Golf, the refrain from Germany was always "Sell more Golfs!" To which VoA would steadfastly reply, "Americans don't want hatchbacks!"</small>
This went on for over two decades until the corporate mothership finally recognized that its compact sedan was what the people wanted Stateside. So for 2011, the Jetta has been restyled, reformed and reinvigorated with a new purpose: to take on the Honda Civic and Toyota Corolla, not to mention the Mazda3.
How? This story begins and ends with price. A 2011 Jetta in "S" trim will set you back just $15,995. Compare that to the 2010 model, which starts at $17,735, and the Civic and Corolla which clock in at $15,655 and $15,450, respectively. The "German premium" has finally been addressed. But at what cost? We trekked to San Francisco to find out.
For the first time ever, the same sheetmetal and assorted accoutrement found on the Euro-market Jetta are fitted in the States. Say auf wiedersehen to the massive grille and accompanying chrome, and instead, enjoy a more aggressive take on the Golf's fascia, complete with a bisecting bumper and slit headlamps. The lower air dam and recessed fog lamps are more subdued, but the protruding lip spoiler comes across as slightly overwrought and a bit awkward.
A choice of 15- 16- or 17-inch wheels – depending on spec – fill the barely blistered fenders and include one busy, multi-spoke option and another ten-spoke set reminiscent of the hoops fitted to our long-term TDI Street Cup.
Viewed in profile, there's not much to catch your eye aside from two subtle creases that run the length of the sides, but the rakish rear gives off the air of a Volkswagen Phaeton at three-quarters scale and the taillights are very Audi-esque – no surprise considering this is a Walter de'Silva joint, the man whose pen headed Audi design from 2002–2007. The SEL badges on our tester look cramped on the trunk, but the inverted heated side mirrors are both attractive and aggressive, complete with integrated turn signals.
The Jetta's overall demeanor comes across as a blend of European subtlety and some American arrogance, and there's an overarching sense of penny-pinching that extends from the exterior all the way to the inside.
To hit its sub-$16,000 price point, some concessions had to be made, and that's most obvious when you crack open the door. The multifunction steering wheel can still be had with a leather wrap (SE with the Convenience), but the spoke materials have cheapened. To make matters worse, the same Playskool-grade plastic coats nearly every surface you touch, from the dash to the doors and covering the center console, instrument panel surround and various trim bits. The climate controls have been reworked and not for the better, exchanging the heavy solidity of the previous model for knobs and buttons that feel two grades below what's currently on offer. And the console-mounted push-button start is laughably contrived, coming off as an afterthought both in placement and execution.
But again, this is a $16,000 sedan. And it's not all bad.
The elongated wheelbase (104.4 inches) and additional length (182.2 inches end-to-end, or 2.9 inches longer than the 2010 model) pays dividends for both front- and back-seat occupants. Specifically, those confined to the rear quarters enjoy an additional 2.7 inches of leg room at 38.1 inches. VW likes to boast that the standard-wheelbase BMW 7 Series offers up 38.4 inches of lower-limb space, but while the numbers jive, the feeling in back is decidedly less plush (blame that primarily on the BMW's six or so inches of additional shoulder room).
Unsurprisingly, there were no base models on hand, so we saddled up in an SEL-spec (with sunroof) tester, complete with 16-inch Sedona wheels, a six-speaker stereo, iPod integration, Sirius, Bluetooth and VW's new five-inch "RNS 315" touchscreen navigation system. Keep your hands off the dash and on the wheel, and the experience is remarkably more pleasant, but at $23,395, it better be.
Although VW officials didn't douse us with specs during our morning briefing, we managed to corner an engineer in the afternoon to get a better idea of what's going on underneath the sheetmetal. To begin with, this is an all-new platform, and the suspension is comprised of MacPherson struts up front and a torsion beam in the rear, with the available Sport pack substituting in stiffer springs, retuned dampers and larger anti-roll bars. Interestingly, when it arrives, the GLI will swap the beam out back for a multilink arrangement. The decision not to equip all 2011 Jettas with the GLI's more sophisticated rear end caught us off guard until our new friend reiterated the old chestnut that German customers are more interested in handling while American buyers care more about conveniences (read: cupholders) – particularly in this segment. Obviously, we beg to differ, but the limited take-rate estimate for the Sport pack will likely vindicate the beancounters' decision. Once again, it's all about the Benjamins – or a lack thereof.
For 2011, the engine lineup has grown by one, with a choice of a 2.0-liter inline-four outputting 115 horsepower at 5,200 rpm and 125 pound-feet of torque at 4,000 revs (initial fuel economy estimates come in at 24/34 mpg city/hwy). The 140-hp 2.0-liter TDI will remain (due in December) and Volkswagen has confirmed that a GLI version is on its way next year with a 2.0-liter TFSI four putting out 200 hp and 207 lb-ft of torque, and delivering a 0-60 time of 6.7 seconds with a six-speed manual and 6.8 when fitted with the automaker's dual clutch DSG transmission.
Our tester was fitted with the familiar 2.5 MPI five-cylinder, churning out 170 hp at 5,700 rpm and 177 lb-ft of torque at 4,250 rpm, and delivering an estimated 24 mpg it the city and 33 mpg on the highway. Mated to a six-speed manual, the 0-60 time clocks in at 8.2 seconds, but considering the projected take-rate for the stick, we sampled the six-speed automatic version, which delivers a run to 60 in 8.5 seconds and is more attuned to what the U.S. market wants. And what they want is an appliance.
In this regard, the Jetta succeeds.
As enthusiasts, it's easy to dismiss the 2011 Jetta as a cynical attempt by VW to dumb down its product in order to capture market share in the U.S. But scratch beneath the surface and it's obvious that VW is trying to blend its core values with a more accessible price. This becomes face-smackingly evident the moment you get underway.
The average consumer could care less about steering feel, and the Jetta's on-center sensation delivers with a light touch and an overall lack of feedback. Compared to the electronically controlled tiller on our TDI, the hydraulic rack's steering effort is Corolla-light from lock-to-lock, with only a slight tightening when pushing through the bends.
Driving a Sport model back-to-back with a standard SEL, the revised suspension components are barely perceptible around town, on the freeway and even through the backroads. Pushed hard enough, the Jetta rolls over on its sidewalls, but the handling is decidedly sportier than its entry-level competitors from Japan – save the Mazda3. The faux leather seats on the SEL are worlds better than a similarly equipped Corolla, and optioning up for the Sport delivers more side bolstering and slightly softer cushioning. They're good, but not quite as comfortable as some of Honda's thrones.
Brake feel is reminiscent of the last-generation model – spongy up top with a more progressive pedal feel further down the travel – and power from the 2.5-liter five-pot is more than adequate for most applications, particularity given the car's commendable 110-pound weight reduction over its predecessor. Our lone gripe with the engine/tranny combo came in the form of a unnerving lurch when applying minimal pressure to the throttle from a standstill. We're not sure if this was a calibration issue or something related to the hill-start assist feature, but VW assures us that the hiccup will be exorcised before sales begin later this year.
Although the banner headline for the 2011 Jetta is its $15,995 price of entry, as with all vehicles hailing from Germany, that price rises precipitously as the option boxes are ticked. The SE comes in at $18,195, and with the Convenience package, the tally rises to just below $20k. Add the sunroof and you're up to $20,795. Start going for broke with an SEL ($21,395) and you're on a collision course to $24,195, not including the $1,100 automatic option.
Compared to its rivals, that's easily in-line with the market, but two overarching questions remain: How will the new Jetta's reliability fare after more than five years of ownership (something that's standard in this segment)? And can public perception of a German car's affordability and durability be shifted enough to allow Volkswagen to score the market share it so desperately craves?
With VW gunning hard for the mantle of world's largest automaker by 2018, this new Jetta is a massive cornerstone in its plans for global domination. The pricing is about right and the experience its exactly what American consumers expect. And perhaps even more significant, if you line up the Corolla, Civic and Jetta, the German still offers a more premium first impression despite the new cost cutting. But will that all be enough, and will marque loyalists accept this shift in focus? We should have a good indication by this time next year.
[autoblog]
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Rockin03mp5
Member
- :
- '13 Mazda3 / '13 Edge / Your Mom
i like the look. dont like the idea of cheapening things up. options seem to be pricey too.
BlackCherry06
Member
- :
- '17 CX-3 GT
I'm seeing a hint of A4 in the profile shot, but all other angles suggest Corolla / Forte. Overall, it's got all the flavor of tofu.
http://www.vw.com/upcomingcars/2011jetta/en/us/
I love many things about our 07' Jetta. The trunk space is deceivingly massive. Put the rear seats down and you can fit a double size mattress in the car. Was shocked when the wife asked me to get a mattress out of her sedan.
I love many things about our 07' Jetta. The trunk space is deceivingly massive. Put the rear seats down and you can fit a double size mattress in the car. Was shocked when the wife asked me to get a mattress out of her sedan.
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the shapes and lines are mostly the same, but it just looks...worse...somehow. Kia's and hyundai's are rips of audi's and whoever they feel like it anyway, so same thing
maybe It just looks too plain?
Test Drive: 2011 VW Jetta 2.0 TSI Sport DSG
What is it?
Volkswagens all-new Jetta saloon. Its headed to UK showrooms in spring 2011, but itll be bigger news in the US, a market much keener on compact saloons for which this improved and enlarged version of VWs Golf-based four-door has been expressely designed.
VW is aiming for massive sales gains in North America over the next five years. Previous versions of its Jetta and Passat have been over-priced and over-specified for US tastes, it says, and also extremely difficult to make a profit from, having been built in Europe and imported to the US.
This new Jetta will be built exclusively in Puebla, Mexico, and goes on sale in the US this year for less than $16,000. Which makes it as cheap as a Toyota Corolla or Honda Civic saloon; cheaper even than a Chevy Cruze in Chevrolets home market.
Unfortunately, UK versions of the Jetta wont be such compelling value but they should still look cheap. While entry-level US Jettas make do with cheaper multi-point injection petrol engines, less standard equipment, hydraulic power steering, a torsion beam rear axle and slightly harder cabin plastics, British ones will get more expensive TSI and TDI powerplants, multi-link rear suspension, electro-mechanical power steering and proper slush-moulded dashboards. So theyll cost more than US Jettas to make.
Still, the Jetta should start at roughly 17k for a 1.2 TSI in the UK, rising to around 22k for a range-topping 2.0 TSI petrol with DSG value which, for a roomy family saloon, isnt to be sneezed at.
Whats it like?
Our test Jetta was a 197bhp 2.0 TSI DSG a close, if not quite perfect match for the range-topping Jetta thatll be offered in the UK next year.
VW has added 90mm to the overall length of this car. Its lost some of the appealing compactness of the old Bora and current Jetta as a result. But with 70mm of that extra length gone into the wheelbase, the Jettas now a cleverly packaged, surprisingly accommodating passenger car. Golf-derived it may be, but theres more legroom in the back of the new Jetta than youll find in a Honda Accord, Seat Exeo or Volvo S40, and enough head and shoulder space for a 6ft 3in occupant to get truly comfortable. The Jettas boot is an enormous one too: 510 litres with the seats up.
The cabin quality and material tactility of our test car was good, if not quite up to Wolfsburg standards, but both will be improved in time for the Jettas European launch. In the main, the cars cabin fixtures and fittings felt solid and expensive, in line with those of a familiar European Golf.
Second-rate refinement is another way you might have expected a Mexican-built VW to fall short of European standards, but this Jetta wont confirm expectations that way, either. Mechanical refinement is very good; our TSI was smoother and quieter than a Golf GTI. It wasnt quite as well isolated from wind and road noise, and didnt quite have the same hushed and absorbent secondary ride as the Golf. Still, its rolling refinement felt good enough to put the likes of the Renault Laguna and Honda Accord to shame.
Slightly slacker body control made our Jetta fall short of the Golfs standards on handling and roadholding, but that was at least partly due to softer North American chassis settings.
On northern Californias twisting coastal Route 1, the Jetta felt like a larger and slightly more cumbersome drive than the old car, and lacked a little of the trademark precision of European VWs. However, it provided just enough cornering composure to make for a sporting drive at times, without compromising the above-average refinement expected of a saloon car.
A flexible engine and adaptable DSG gearbox made the Jetta feel a fast enough performer too, with a generous reserve of power for overtaking.
Should I buy one?
You should seriously think about it. Especially if your initial reaction was to dismiss this new Jetta as the usual pokey old Golf saloon, because youll be surprised at how capacious it is, and therefore at the value it represents.
VW will quite neatly capture the European D-segment in a pincer movement with this car. By the middle of 2011 it will be offering a larger, more upmarket and more expensive new Passat to those who might otherwise buy a BMW 3-series or a high-end Ford Mondeo. And at the cheaper and more compact end of the market, VW will have this new Jetta to put up against the Renault Laguna, Volvo S40 and Citroen C5.
Against those second-string family saloons, provided VW delivers on the quality promises its making about the European versions of the Jetta, we can well imagine that itll find a keen following in the UK. Its not quite a Skoda Superb with a VW badge on the nose, but it has a little of the Skodas magic ingredient: it just seems to deliver more than expected for your money.
[autocar]
What is it?
Volkswagens all-new Jetta saloon. Its headed to UK showrooms in spring 2011, but itll be bigger news in the US, a market much keener on compact saloons for which this improved and enlarged version of VWs Golf-based four-door has been expressely designed.
VW is aiming for massive sales gains in North America over the next five years. Previous versions of its Jetta and Passat have been over-priced and over-specified for US tastes, it says, and also extremely difficult to make a profit from, having been built in Europe and imported to the US.
This new Jetta will be built exclusively in Puebla, Mexico, and goes on sale in the US this year for less than $16,000. Which makes it as cheap as a Toyota Corolla or Honda Civic saloon; cheaper even than a Chevy Cruze in Chevrolets home market.
Unfortunately, UK versions of the Jetta wont be such compelling value but they should still look cheap. While entry-level US Jettas make do with cheaper multi-point injection petrol engines, less standard equipment, hydraulic power steering, a torsion beam rear axle and slightly harder cabin plastics, British ones will get more expensive TSI and TDI powerplants, multi-link rear suspension, electro-mechanical power steering and proper slush-moulded dashboards. So theyll cost more than US Jettas to make.
Still, the Jetta should start at roughly 17k for a 1.2 TSI in the UK, rising to around 22k for a range-topping 2.0 TSI petrol with DSG value which, for a roomy family saloon, isnt to be sneezed at.
Whats it like?
Our test Jetta was a 197bhp 2.0 TSI DSG a close, if not quite perfect match for the range-topping Jetta thatll be offered in the UK next year.
VW has added 90mm to the overall length of this car. Its lost some of the appealing compactness of the old Bora and current Jetta as a result. But with 70mm of that extra length gone into the wheelbase, the Jettas now a cleverly packaged, surprisingly accommodating passenger car. Golf-derived it may be, but theres more legroom in the back of the new Jetta than youll find in a Honda Accord, Seat Exeo or Volvo S40, and enough head and shoulder space for a 6ft 3in occupant to get truly comfortable. The Jettas boot is an enormous one too: 510 litres with the seats up.
The cabin quality and material tactility of our test car was good, if not quite up to Wolfsburg standards, but both will be improved in time for the Jettas European launch. In the main, the cars cabin fixtures and fittings felt solid and expensive, in line with those of a familiar European Golf.
Second-rate refinement is another way you might have expected a Mexican-built VW to fall short of European standards, but this Jetta wont confirm expectations that way, either. Mechanical refinement is very good; our TSI was smoother and quieter than a Golf GTI. It wasnt quite as well isolated from wind and road noise, and didnt quite have the same hushed and absorbent secondary ride as the Golf. Still, its rolling refinement felt good enough to put the likes of the Renault Laguna and Honda Accord to shame.
Slightly slacker body control made our Jetta fall short of the Golfs standards on handling and roadholding, but that was at least partly due to softer North American chassis settings.
On northern Californias twisting coastal Route 1, the Jetta felt like a larger and slightly more cumbersome drive than the old car, and lacked a little of the trademark precision of European VWs. However, it provided just enough cornering composure to make for a sporting drive at times, without compromising the above-average refinement expected of a saloon car.
A flexible engine and adaptable DSG gearbox made the Jetta feel a fast enough performer too, with a generous reserve of power for overtaking.
Should I buy one?
You should seriously think about it. Especially if your initial reaction was to dismiss this new Jetta as the usual pokey old Golf saloon, because youll be surprised at how capacious it is, and therefore at the value it represents.
VW will quite neatly capture the European D-segment in a pincer movement with this car. By the middle of 2011 it will be offering a larger, more upmarket and more expensive new Passat to those who might otherwise buy a BMW 3-series or a high-end Ford Mondeo. And at the cheaper and more compact end of the market, VW will have this new Jetta to put up against the Renault Laguna, Volvo S40 and Citroen C5.
Against those second-string family saloons, provided VW delivers on the quality promises its making about the European versions of the Jetta, we can well imagine that itll find a keen following in the UK. Its not quite a Skoda Superb with a VW badge on the nose, but it has a little of the Skodas magic ingredient: it just seems to deliver more than expected for your money.
[autocar]
