Instrumented Test
From the January 2014 Issue of Car and Driver
TESTED
Volkswagen is killing the Jetta and Passat’s five-cylinder engine. Upon learning this news, exactly no one in our office observed a moment of silence or shot off a gun in a salute to VW’s five. Why not? Well, the engine’s heavy iron block, lackluster power, unimpressive fuel economy, and odd thrum didn’t win any admirers. In exchange for the five, VW is offering a new turbocharged 1.8-liter direct-injection four-cylinder that, according to Volkswagen, is related to the GTI’s turbo four.
Learning that an engine is related to the GTI’s is like hearing that your blind date is with Kate Upton’s sister. Expectations rise. At 170 horsepower, the new turbo makes the same peak output as the 2.5, but does so at lower rpm. Torque is up seven pound-feet to 184, and the maximum arrives at 1500 rpm, or 2750 rpm lower than in the larger five. Acceleration to 60 mph in the five-speed-manual version takes 7.2 seconds, which is a full second quicker than the five could muster with a stick.
Quiet and brimming with torque, the new engine lacks the revvy nature of its GTI cousin. Nor does it have a charismatic sound, just a subdued hum. But it’s the tall gearing, presumably chosen for fuel economy, that really relieves the engine of most of its charm. Second gear is good for 71 mph in the long five-speed, which keeps the revs low and the fervor lower. A shorter final-drive ratio would go a long way toward waking up this engine.
It now has an independent rear suspension and swaps its five for a four, but dont worry: The Jetta SE remains stubbornly stoic.
Then again, altering ratios would hurt fuel economy, and mediocre fuel economy is much of the reason the five is no longer alive. The new engine’s highway number is 36 mpg, with 26 mpg in the city test—improvements of three mpg over the old engine. Opt for the six-speed automatic and mileage drops by only one mpg in the city. Despite the turbocharger, regular fuel is all that is required.
Engine aside, not much has changed in Jettaville. In SE trim, as in our $21,240 test car, you get a hard-plastic dashboard, but at least VW upgraded all Jettas to rear disc brakes last year and an independent rear suspension for 2014. There’s a mature ride-and-handling compromise at play here that errs on the softer side of sporty. The structure is solid. And, while the Jetta’s steering speaks as earnestly as a Bible salesman, the brakes mumble like a 10th grader who’s just discovered goth. The spacious interior and back seat are more adult friendly. This Jetta never grins; what it has is an over-the-road stoicism that neither excites nor offends.
The new engine fits right in.
