Driving Impressions
reviewed by
Climb in the new Volkswagen Jetta 2.5, turn the key and the driver is greeted by the raspy growl of the new five-cylinder engine. It's definitely an in-your-ear sound that will find favor with those who appreciate mechanical sturm und drang, but it might be a little annoying to drivers who'd rather talk on the phone.
As soon as the Jetta pulls away from the curb, there's a noticeable feel of solidness and a clear sense of high build quality. As there should be. A large part of the investment in the Jetta went toward increasing structural integrity. The stronger structure forms not only a more solid grounding for suspension and drivetrain components, it helps reduce unwanted noise from being transmitted into the cabin.
The other element that was considered most critical in the design of this performance-oriented car was the suspension. This is, without question, the best handling front-wheel-drive car Volkswagen has ever produced yet, somewhat paradoxically, it all starts with the new multi-link setup in the tail of the car.
The physics are complicated, but, simply stated, if the rear end of the car won't properly follow the front, then handling limits are low and the driver has to work harder. Replacing the old solid-beam axle with the new four-link rear suspension (with telescopic gas-filled shock absorbers, coil springs and stabilizer bar) means reduced body roll, better contact between the wheels and the pavement, and improved ride quality. Angling the shock absorbers and combining them with oval helper springs also contribute to a wider trunk opening for easier loading.
Changes to the front suspension also made dramatic improvements to the feel of the Jetta. The MacPherson strut arrangement (with coil springs, telescopic shocks and a newly designed, integrated stabilizer bar to reduce weight) has improved geometry to increase front wheel location and reduce torque steer to unnoticeable levels, even when the throttle is maxed out in a corner. This is an amazingly balanced car, with little or no sense that the front end is doing the work of both pulling and steering the car.
Credit the new Servotronic power steering for the sharp response through the steering wheel. 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'll have to do but after a short time becomes very welcome in its ability to reduce driver effort.
Getting the car underway is generally effortless, even in slippery conditions due to the application of various standard traction aids. Every Jetta comes with an electronic differential lock, or EDL, that varies power to either front wheel depending on which one has more traction. It works by applying the brakes very slightly on the wheel that has lost traction, while at the same time it sends more torque to the other wheel. Also standard across the line is anti-slip regulation, or ASR, which reduces engine power to both front wheels if slip is detected.
Both EDL and ASR are part of the electronic stability program, or ESP, which is standard on all models except for Value Editions. ESP incorporates ABS to brake any of the car's four wheels individually and reduce the risk of skidding. It all starts sounding like alphabet soup, but all these systems work together to help the driver maintain control of the car. Studies in Europe have shown how effective electronic stability systems are in helping avoid accidents. They should be considered a standard item on any driver's order list.
The only commotion during take-off, then, is the raspy growl of the new five-cylinder engine, which has been tuned for instant gratification. Throttle tip-in is aggressive, especially when the Sport mode is chosen from the automatic transmission's shift pattern. Upshifts and downshifts then occur at higher engine speeds; also, the engine does not provide any braking while driving downhill.
The new six-speed automatic with Tiptronic is unusual in this class of car and does just about everything an automatic should do. In full automatic mode, the transitions between gears are quick and slip-free, pedal-activated downshifts are crisp, and a kick-down mode holds the chosen gear until redline and then swiftly shifts up to the next ratio. Tiptronic, the manual mode of operation, is activated when the shift lever is moved into a gate to the right of main gear track. Shifting the lever forward chooses a higher gear; lower gears are selected by pulling back on the lever. In Tiptronic mode, without the driver's intervention, a gear is held until engine speed almost reaches redline before the next highest gear is activated. Manual downshifts cannot be performed if there's a possibility of over-revving the engine. As much as we like to shift gears manually, this is a peach of a transmission and will satisfy even the sport-minded with its response and precision.
The new 2.5-liter five-cylinder engine is a wonderful complement to the Jetta's move up in weight class. The literature cites a 0 to 60-mph time of 9.1 seconds, which on paper is not stellar, but the brisk and linear power curve is nonetheless pleasantly robust.
In a week of testing on freeways, over mountain passes and around town, the 2.5-liter never felt underpowered, nor did it seem like it was running out of breath at high rpm. The raspy engine note gets a bit strident when the accelerator is fully applied, but it's still more a growl of power than a whine of discontent. The car will cruise all day long at 90 mph, and given an autobahn to explore will reach almost 130 mph at its top end. But, delivering raw speed isn't what this five-cylinder does best. This is a very flexible engine, and delivers power when needed, no matter the gear of the moment.
Even more rewarding was the car's handling, which allowed this driver to explore his own limits on curving mountain roads. It carves through a corner with the precision of a sports car, body lean almost non-existent. Entering a corner too quickly is easily corrected with the excellent four-wheel disc brakes. Anti-lock
brakes help the driver maintain steering control while braking, while Brake Assist ensures maximum brake force during panic stops. Its high-tech traction aids provide a greater envelope of safety yet do little to diminish the driving experience.
The GLI offers sportier performance than the 2.5, though there are some tradeoffs. On an extended drive through the American southwest, the turbocharged GLI proved itself to be a solid high-speed tourer, adapting to the changing roads with effortless determination. The GLI's 2.0-liter turbocharged engine and VW's ultra-terrific dual-clutch DSG auto-manual transmission, is a sweet combination. It really makes the GLI two cars in one: smooth cruiser and performance bruiser.
Leave the center console-mounted shift lever in Drive and let the brains of the unit choose the gears based on your right foot's input. When cruising lazily, the DSG six-speed automatic exploits the economies of its fifth and sixth gears. A dash across town perks it up; 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. It's a brilliant system, crisp and smooth, and the interfaces with the driver are direct and intuitive. The shift lever is pushed or pulled for higher and lower gears, respectively. The shift paddles revolve with the steering wheel for better access on twisy roads. Simply pull on the left one for downshifts and the right one for upshifts, marveling at the smoothness of the gear changes and the throttle blips that help downshifts match engine revs.
The GLI engine's power curve is broad, as witnessed by its maximum 207 pound-feet of torque from 1800 to 4700 rpm. Aided by sophisticated FSI direct injection, the engine will gleefully rev to 6000 rpm in its celebration of the 200 horsepower, enabling the GLI to speed from 0 to 60 mph in a factory-claimed 6.7 seconds. The electronically limited top speed of 130 mph was easily reached on the deserted desert roads of Nowhere, New Mexico, and the roar of the wind clawing its way past the car was the sole intrusion of the speed into the cockpit.
When the roads started to bend, the sport-tuned suspension reduced driver effort to searching for music on the satellite radio. Credit also the wonderful electronic steering box for the ease of steering the front-driver around sharp corners. The GLI's springs are stiffer (a sizable 24 percent in front and 29 percent in the rear) and the anti-roll bars slightly thicker than on other Jetta models. The brakes are also larger, by 24mm in front and 26mm at the rear.
The suspension's overall feel, however, is a blend of good and bad, particularly in cars fitted with the optional 18-inch running gear, 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 cornering g forces are important to you, the 17-inch wheels and all-season tires are the better choice for daily driving.
Our dash across New Mexico in the GLI stretched from open desert to pine-clad mountains at elevations that saps the strength of most engines. There was some altitude effect on the GLI's 2.0-liter, but the turbocharger made up for the thin atmosphere and hauled the car up grades and over passes with seeming disdain. And once the car descended onto the coastal plains of California, the engine's responsiveness reiterated our impression that it will fulfill its mission to place VW squarely back into the performance arena. Factor in the high level of standard equipment at an entry price well below $25,000, and the GLI seems an even more savory treat.
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