VOLKSWAGEN

GET A BETTER JETTA With an economical TDI diesel engine on board, Volkswagen’s Jetta saloon is worthy of consideration by any ambitious young executive. Steve Walker reports…

If we accept that buyers with families or large items to lug about tend to prefer a practical hatchback arrangement, the market for Volkswagen’s Jetta saloon immediately looks limited. The Jetta, however, is tilting at a very different area of the market from its hatchbacked Golf sister vehicle. With high equipment levels and a junior Passat marketing pitch, the Jetta looks to pinch sales from premium hatches and the bottom end of the compact executive sector. The TDI diesel engines have a big part to play in this.

Like the original Jetta, the Vento and the Bora before it, this Jetta is a Golf with a boot. This series of names by which Golf saloons have been known over the years tells its own story, one of a model struggling to carve-out an identity for itself in the minds of buyers. The key problem is that a boot doesn’t cut as much ice on these shores as it does in other markets where the saloon shape is deemed far more prestigious than the homely hatchback. The Golf is always going to be the big seller in the UK but the relative exclusivity of the Jetta should hold considerable appeal for image-conscious customers whose company carparks are beset with the obvious premium-badged executive choices. With TDI diesel power, the Jetta makes yet more sense in the company car environment at prices starting from £15,695. The Volkswagen diesel engines are right up there with the best around, their combination of good fuel economy, low emissions and muscular performance reading like a junior executive’s Christmas list. There are three diesel options available to Jetta customers, the first being a tried and tested 1.9-litre TDI unit that has been in service in numerous Volkswagen Group products for a number of years. The other two are both 2.0-litre in capacity, more advanced, more powerful and, predictably, more expensive. The range-topping engine is the 168bhp 2.0-litre TDI but the option most will choose is the 138bhp version of the same engine. Offered with the S and SE trim levels or as an economical BlueMotion, the 1.9-litre TDI develops its maximum power of 103bhp at 4,000rpm and torque of 250Nm at 1,900rpm. It feels far from sluggish with that useful low range torque helping the engine accelerate purposefully even in 3rd or 4th gear. The power delivery is a little spiky, however, with a slight dead spot at the bottom of the rev range while you wait for the turbo to kick in and it isn’t the most refined diesel that you’ll come across, especially just after start-up. On the plus side, fuel economy is excellent. You can expect to average well over 50mpg and on longer motorway trips, more than 60mpg is well within the realms of possibility (especially in the BlueMotion vaiant). Emissions are measured at 137g/km – or 122g/km if you opt for ‘BlueMotion’ motoring.

"The Volkswagen diesel engines are right up there with the best around"

Where the 1.9 TDI Jetta can sprint to 62mph in 11.9s and achieve a 117mph top speed, the 138bhp 2.0-litre TDI turns in a 9.7s sprint and can reach 129mph but that doesn’t tell the whole story. The real benefit of this 2.0-litre 138bhp engine is the 320Nm of torque that’s available between 1,750 and 2500rpm. This engine uses Volkswagen’s latest TDI direct injection technology to deliver a concussive punch of acceleration through the mid-range. It’s more flexible than the 1.9 with acceleration on tap through a wider spread of the rev range. It’s also smoother sounding but still not quite as refined as the best units offered by some rivals. Despite the muscular performance and strong overtaking ability, buyers can still expect to average 51.4mpg and get up to 62.8mpg on longer runs. Co2 emissions of 143g/km shouldn’t break the bank. There’s no question that the 2.0-litre TDI is the better powerplant but the cheapest SE model is more than £1,200 more expensive than an equivalent 1.9TDI, itself no bad engine. Opt for the range-topping Sport and you’ll need another £500 or so. Buyers who really value strong performance will be happy to find the extra but if your traffic-clogged commute rarely presents the opportunity to press-on, the 1.9-litre engine should prove adequate. The optional DSG gearbox is well worth considering with either engine, being generally recognised as the best of its type on the market. The premium of over £1,200 may seem steep but the smooth automatic shifts really add to the relaxed driving experience and the sharp manual mode comes as near as damit to replicating the control you get with a conventional manual gearbox. One criticism levelled at the two previous generation Bora models was that although the cars offered a ride and refinement package that was hard to beat, they never really offered the sort of infectious handling that many rivals could boast. The fifth generation car adopts a pragmatic tactic in ‘benchmarking’ the suspension of the Ford Focus and first impressions are promising. The body is eighty per cent stiffer than its predecessor and the new electro-mechanical steering feel and composed body control are leagues ahead. The interior is a little plusher than standard Golf fare, although the basic architecture of the dashboard is the same. In many ways, it’s reminiscent of the Phaeton luxury saloon, although the centre console is lifted from the Touran mini-MPV. With the possible exception of its pricier Volkswagen Group cousin, the Audi A3, the cabin has the beating of anything out there as regards ambience. The interior features soft-feel slush-moulded plastics, high-quality switches, subtle use of chrome, fabric-covered A-pillars plus blue instrument backlighting with red needles, a signature of the fourth generation model. The boot itself is bigger than the old Bora’s. Capacity has gone up from a not inconsiderable 455 litres to a hefty 527 litres, making it more capacious than the boot of a BMW 7 Series. For extra flexibility, the 60/40 split rear back-rest can be folded forwards to form an almost flat floor up to the front seats. With all this in mind, you won’t be surprised to learn that the Jetta is a larger vehicle than the Bora that it replaced. At 4.56 m long, it has grown by 18.2 cm, while width has increased by 2.5 cm to 1.76 m. If the Jetta is to successfully battle rivals like BMW’s 1-Series and Audi’s A3 for the company car driver’s affections, the TDI engines will have a massive part to play. You certainly get a more complete feeling package for significantly less cash with the Volkswagen than you do with its more prestigious rivals, while the diesel engine options do a great job of keeping running costs down. It’s unlikely to become a big volume-selling product, but that relative rarity should play in its favour. If the Jetta is just a Golf with a boot, it must also be more than the sum of its parts.

Facts At A Glance CAR: Volkswagen Jetta TDI range PRICES: £15,695-£16,670 – on the road INSURANCE GROUPS: 6-9 CO2 EMISSIONS: 122-148g/km PERFORMANCE: [2.0] Max Speed 129mph / 0-60mph 9.7s FUEL CONSUMPTION: [2.0 TDI 138] (urban) 39.8mpg / (extra urban) 62.8mpg / (combined) 51.4mpg STANDARD SAFETY FEATURES: Twin airbags / ABS / Side airbags / ESP WILL IT FIT IN YOUR GARAGE?: Length/Width/Heightmm 4560/1760/1460

BLAST FROM THE PAST Reviving a popular badge, Volkswagen’s Jetta saloon also aims to revive the ‘Golf With A Boot’ theme. Andy Enright reports

We’ve had Ventos and Boras in the interim, but to many, a Volkswagen Golf with a boot on the back will always be a Jetta. In fact, in many markets the Jetta name was never retired, and Volkswagen have opted to apply a global strategy, thus reviving the Jetta name in the UK. But whereas the old Jetta was a rather basic, no nonsense sort of car, the latest version sees it spear considerably upmarket.

You’re probably aware of the issue with small cars with boots attached to their posteriors. They may sell well in the US, but over here, we get deeply suspicious of anything less than the size of a Mondeo that doesn’t have a hatchback. That’s why the original Jetta and its Bora and Vento successors never exceeded 20 per cent of Golf sales when measured on a like for like basis. Volkswagen realised that something rather different needed to be done. Rather than the boot, the headlamps and the grille being the sole points of differentiation between Golf and Jetta, the company have gone about making this Jetta something quite different. Think of it as less a Golf with a boot and more a downsized Passat and Volkswagen think you’ll be more likely to place an order. Prices start at £15,140. It’s a market niche that is enjoying some modest growth. Volvo recognised it and developed the S40 to capture sales of people who want a car that’s a cut above the usual Ford Focus/Vauxhall Astra norm but which is priced below the entry level for BMW and Audi saloons. Size isn’t an issue, but badge equity most certainly is. That’s why Volvo and now Volkswagen are here. Saab have missed a trick in not launching a smaller car based on Vauxhall Astra mechanicals to claim a slice of the pie, but something tells me the top brass in Wolfsburg won’t be shedding any tears over General Motors’ ability to take their eyes off the prize. Viewed in profile, it’s easy to establish the Jetta’s genetics. The wheelbase looks a little short for a car of its length, giving it some rather old fashioned long overhangs. Nevertheless, from virtually every other angle one has to contend that it’s a very neat bit of styling. The rear end in particular is almost impossible to discern at a fleeting glance from that of the Passat, sharing its LED rear lights and beautifully integrated bumper assembly.

"This Jetta is so much more than a Golf with an ungainly appendage"

The chromed grille at the front also gives the Jetta a little more overtaking presence than the Golf and the differences don’t stop there. Given that Volkswagen is pitching the Jetta as a slightly upscale alternative to its hatchback cousin, it also benefits from additional standard equipment. The range consists of just three variants – S, SE and Sport – yet all models get air conditioning, alloy wheels, a six-speaker CD stereo, trip computer and electric windows all round. The other option is the economical BlueMotion edition which uses weight saving and aerodynamic modifications to improve efficiency. Somewhat perversely, the biggest threat to Jetta sales could come from the Passat. Volkswagen have pitched Passat prices rather aggressively and given that the Jetta carries a premium of around £1,000 over its Golf equivalent, the two booted cars could be uncomfortably close bedfellows in terms of price. The Jetta does without the poverty-spec 1.4-litre engines that kick off the Golf line up, the opening point instead being the 1.4-litre turbocharged TSI unit with either 120bhp or 158bhp. Topping the petrol line-up is the 2.0-litre unit with 197bhp. The diesel range starts off with a 1.9 TDI 103bhp unit. Then there is the Jetta Bluemotion which features a1.9 TDI 103bhp unit with DPF (diesel particulate filter), a 2.0-litre common-rail engine with 138bhp and finally a 167bhp 2.0-litre unit with six-speed transmission. The rather unlovely 103 1.9-litre is best ignored, unless you’re attracted by the environmentally friendly BlueMotion version with its 122g/km emissions and 61.4mpg combined economy figure. Many buyers feel that the more modern 2.0-litre 138bhp unit is worth the extra expense. One criticism levelled at the two previous generation Bora models was that although the cars offered a ride and refinement package that was hard to beat, they never really offered the sort of infectious handling that many rivals could boast. The fifth generation car adopts a pragmatic tactic in ‘benchmarking’ the suspension of the Ford Focus and first impressions are promising. The body is eighty per cent stiffer than its predecessor and the new electro-mechanical steering feel and composed body control are leagues ahead. The interior is a little plusher than standard Golf fare, although the basic architecture of the dashboard is the same. In many ways, it’s reminiscent of the Phaeton luxury saloon, although the centre console is lifted from the Touran mini-MPV. With the possible exception of its pricier Volkswagen Group cousin, the Audi A3, the cabin has the beating of anything out there as regards ambience. The interior features soft-feel slush-moulded plastics, high-quality switches, subtle use of chrome, fabric-covered A-pillars plus blue instrument backlighting with red needles, a signature of the fourth generation model. The latest Golf set new standards by introducing 2Zone climate control and four-way lumbar support within the line-up, so the Jetta benefits from these features too. In addition, ESP (Electronic Stabilisation Programme), no fewer than six airbags as well as anti-lock brakes are fitted as standard throughout the range. Big car features such as automatic activation of headlamps and wipers are built into the car’s electronics. The boot itself is bigger than the old Bora’s. Capacity has gone up from a not inconsiderable 455 litres to a hefty 527 litres, making it more capacious than the boot of a BMW 7 Series. For extra flexibility, the 60/40 split rear back-rest can be folded forwards to form an almost flat floor up to the front seats. With all this in mind, you won’t be surprised to learn that the Jetta is a larger vehicle than the Bora that it replaces. At 4.56 m long, it has grown by 18.2 cm, while width has increased by 2.5 cm to 1.76 m. Volkswagen will have to walk a very fine line in marketing the Jetta as a model that sits between the Golf and Passat. If they can pull it off, there’s no reason why this model shouldn’t eclipse the success of all its booted predecessors. Small four-door cars haven’t always found a ready audience in this country but by subtly altering the Jetta’s appeal, Volkswagen think they may have this thorny issue cracked.

Facts At A Glance CAR: Volkswagen Jetta range PRICES: £15,140-£19,225 – on the road INSURANCE GROUPS: 6-15 CO2 EMISSIONS: 122-181g/km PERFORMANCE: [1.4 TSI 158bhp] Max Speed 136mph / 0-60mph 8.5s FUEL CONSUMPTION: [1.4 TSI 120bhp] (urban) 34mpg / (extra urban) 54.3mpg / (combined) 44.8mpg STANDARD SAFETY FEATURES: Twin airbags / ABS / Side airbags / ESP WILL IT FIT IN YOUR GARAGE?: Length/Width/Heightmm 4560/1760/1460

GET A GREENER JETTA The BlueMotion range contains Volkswagen’s greenest cars. Steve Walker takes a look at the Jetta saloon version

With some relatively minor modifications, Volkswagen has extracted impressive fuel economy and emissions from its Jetta BlueMotion. High mileage drivers can save a packet with the 61.4mpg combined cycle showing and emissions of 122g/km should lessen the tax burden.

BlueMotion is Volkswagen’s efficiency brand. Customers prioritising low fuel consumption and modest CO2 emissions can make a beeline for the BlueMotion Volkswagen models safe in the knowledge that they are the cleanest and greenest in their respective ranges. Here, we’re taking a gander at the BlueMotion version of the Volkswagen Jetta saloon. The Jetta is a car that usually keeps itself to itself but in BlueMotion form, it has more to shout about. Volkswagen might want you to believe otherwise but it hasn’t done anything overwhelmingly clever with its BlueMotion models. There’s no advanced hybrid powertrain humming away under the surface, you don’t have to plug the cars in to charge before you go to bed at night and the dashboard is not constructed from recycled toxic waste. The manufacturer has made a series of small but telling modifications to its standard cars and the results are there for all to see. The Jetta BlueMotion is powered by a 1.9-litre turbodiesel engine, not the most hi-tech in Volkswagen’s portfolio. It generates 103bhp which translates into a sprint to 62mph from standstill in 11.9 seconds and on to a top speed of 117mph. It makes a very relaxed motorway car with reasonable refinement and a monsterous range between fill ups. All models are fitted with a five-speed manual gearbox as standard and with longer gear ratios in third, fourth and fifth gears, engine speed levels are lower while driving. These actions alone reduce consumption by about 0.2 litres per 100km and also increase refinement at speed. The turbocharger has also been revised to help improve economy. One reservation I have about this car are the lower rolling resistance tyres which might make a small saving in terms of fuel consumption, but don’t hang on quite as well as softer rubber through a set of corners. If that proved the difference between a near miss and a prang, I’m not sure I’d like that on my conscience.

"An example of working smarter rather than harder…"

Like the standard Jetta models, the BlueMotion derivative keeps things quite low key. The keen-eyed will spot the BlueMotion badging on the grille and the boot but otherwise few would spot that this is anything but a stock Jetta. The modified grille, the flow-optimised underbody and the harder compound tyres aren’t immediately obvious and the design details such as the low engine idling speed and the fitment of a diesel particulate filter aren’t broadly publicised either. After all, is there anything worse than the overt and sanctimonious smugness of a typical hybrid car driver? Otherwise, the BlueMotion is much like any other Jetta model. Viewed from the front, the Jetta is just like a Golf except for the chrome section inserted below the grille. Progress round to the rear though and the protruding boot will hove into view. Your take on this will depend on your perspective. In many European countries, the saloon bodystyle equals class and prestige in comparison to the shopping trolley hatch. Over here, the commonly held view is that it spoils the lines and the practicality of a perfectly good hatchback. Take your pick. The Jetta’s interior is a little plusher than standard Golf fare, although the basic architecture of the dashboard is the same. The boot itself is large enough to make you question the need for a hatch at 527 litres. That makes it more capacious than the boot of a BMW 7 Series. For extra flexibility, the 60/40 split rear back-rest can be folded forwards to form an almost flat floor up to the front seats. The BlueMotion Jetta comes with one specification which includes the basics like air-conditioning, electric windows, rain sensing wipers, remote central locking and a multifunction computer. In addition, buyers get the special alloy wheels shod with 205/55 R16 low rolling resistance tyres, a visual gear change recommendation, lowered sports suspension and a tyre repair kit to replace the full size spare wheel. Somewhat perversely, the biggest threat to Jetta sales could come from the Passat which has its own BlueMotion derivatives. Volkswagen have pitched Passat prices rather aggressively and given that the Jetta carries a premium of around £1,000 over its Golf equivalent, the two booted cars could be uncomfortably close bedfellows in terms of price. Buyers wanting the extra space of the Passat may well feel inclined to trade up. Whether the Jetta BlueMotion makes any sense to you depends on a number of parameters. Higher mileage motorists may well be able to recoup that premium back in terms of fuel economy, the BlueMotion’s 61.4mpg comprehensively trumping the standard car’s 54.3mpg showing. Then there’s the taxation savings that the BlueMotion’s 122g/km emissions generate. Elsewhere things aren’t so cut and dried. If you’re a low mileage motorist, the standard car will appeal to more buyers. It’s cheaper, it’s a bit more fun to drive and customers are more used to it. Where the BlueMotion does claw advantage back is in terms of residual values. It’s not inconceivable that a very strong demand will build for efficient used cars and BlueMotion owners will reduce their overall pence per mile running costs as a direct result. What the Jetta BlueMotion and its BlueMotion brethren amount to is a standard Volkswagen car with a slightly modified diesel engine, low rolling resistance tyres, a longer ratio gearbox and some aerodynamic modifications. It sounds rather mundane but the results are anything but. 61mpg economy and 122g/km emissions are both impressive totals that allow owners to make genuine savings. Whether those savings are large enough to make the Jetta BlueMotion a worthwhile purchase will be dependent on your personal situation but either way, the BlueMotion is a useful addition to the Jetta range. As an example of working smarter rather than harder, we doff our caps to the Volkswagen Jetta BlueMotion. No single aspect of this car’s makeup is exceptionally clever, yet together a whole host of incremental efficiency improvements has resulted in a car that not only does the business in terms of emissions and economy but also makes a viable case for itself in cold commercial terms.

Facts At A Glance CAR: Volkswagen Jetta BlueMotion PRICE: £16,295 – on the road INSURANCE GROUP: 6 CO2 EMISSIONS: 122g/km PERFORMANCE: Max Speed 117mph / 0-60mph 11.9s FUEL CONSUMPTION: (urban) 47.9mpg / (extra urban) 72.4mpg / (combined) 61.4mpg STANDARD SAFETY FEATURES: Twin airbags / ABS / Side airbags / ESP WILL IT FIT IN YOUR GARAGE?: Length/Width/Heightmm 4560/1760/1460

DOUBLE CHARGED A small saloon with a 1.4-litre engine usually equals one big yawn but when that engine has up to 168bhp and can return close to 40mpg, we’re all ears. Steve Walker reports on Volkswagen’s Jetta 1.4 TSI

Volkswagen’s turbocharged and supercharged 1.4-litre TSI engine has the performance and economy bases well covered. Coupled with the Jetta saloon bodystyle, it won’t sell as strongly as it will in the Golf but buyers venturing beyond the mainstream will find a solid all-round package with a more grown-up feel than the hatchback alternative.

Here we look at a compact saloon with an economical 1.4-litre engine. Not the most inspiring introduction is it? Half the readership will already have wandered off to do something more stimulating like varnishing their banisters or tearing the newspaper into long, thin strips while staring into the middle distance. The compact saloon in question is a Volkswagen Jetta. It’s no good, we’re still haemorrhaging interest like a Maths teacher in the last lesson before the summer holidays. The economical 1.4-litre engine uses a supercharger and a turbocharger to produce up to 168bhp and a hefty 240Nm of torque. It can fire the Jetta from 0-60mph in 8.3 seconds, reach a 138mph top speed and still return around 40mpg. Gotcha! The British don’t have much affinity with small saloon cars, even when they are based on the top-selling Volkswagen Golf platform, so the Jetta was always going to have its work cut out in drawing attention to itself. That said, if any powerplant in the prodigious Volkswagen Group armoury can give the car the sales boost it needs, you’d back the 1.4-litre TSI. Economy, refinement, performance, it’s got the lot. If you hadn’t already sneaked a peak at the spec sheet, there’s no way you’d finger the Jetta TSI’s engine as having a 1.4-litre capacity. It feels like a much larger turbocharged petrol unit but the pull at the lower end of the rev range is almost diesel-like in its muscularity and the economy has more than a touch of the oil-burner about it but the upper extremities of the rev range have plenty to offer. It all helps to make the Jetta TSI genuinely satisfying to hustle along a B-road whether you’re at the wheel of the TSI 140 or the TSI 170. The Jetta is actually stiffer than the Golf hatch and this helps the chassis remain highly composed in corners. There’s also an impressive suppleness in the way the springs absorb bumps. Some noise does emanate from the suspension over really bad surfaces but the audible thumps are only felt as minor vibrations buy the driver. The Sport models get firmed-up suspension that’s more jittery but sharpens up the handling nicely.

"There’s no way you’d finger the Jetta TSI’s engine as having a 1.4-litre capacity"

The TSI engine’s supercharger operates at a maximum of 1.8 bar pressure, boosting the low end torque response where turbo cars can often feel lethargic. Once the supercharger has done its bit, the turbo kicks in for high-end power. With the faster powerplant, the peak power figure of 168bhp arrives at 6,000rpm, whereas the maximum torque peak of 240Nm is retained all the way from 1,750 to 4,500rpm. This makes a flexible and inherently driveable engine with the strength to negate the need for constant gear swapping at low speeds and the top end performance that really makes you want to cut loose. There’s a satisfying engine note when you extend the TSI unit too but the engine may be slightly vocal for some tastes. Viewed from the front, the Jetta is just like a Golf except for the chrome section inserted below the grille. Progress round to the rear though and the protruding boot will hove into view. Your take on this will depend on your perspective. In many European countries, the saloon bodystyle equals class and prestige in comparison to the shopping trolley hatch. Over here, the commonly held view is that it spoils the lines and the practicality of a perfectly good hatchback. Take your pick. The Jetta’s interior is a little plusher than standard Golf fare, although the basic architecture of the dashboard is the same. With the possible exception of its pricier Volkswagen Group cousin, the Audi A3, the cabin has the beating of anything out there as regards ambience. The interior features soft-feel slush-moulded plastics, high-quality switches, subtle use of chrome, fabric-covered A-pillars plus blue instrument backlighting with red needles, a signature of the fourth generation model. Cabin space is superior to that in the Golf and the rear seat passengers benefit most. The boot itself is large enough to make you question the need for a hatch at 527 litres. That makes it more capacious than the boot of a BMW 7 Series. For extra flexibility, the 60/40 split rear back-rest can be folded forwards to form an almost flat floor up to the front seats. Assuming you don’t want the turbo-only 122bhp 1.4 TSI engine used in entry-level Jettas, as we’ve already intimated, there are two engine options for Jetta TSI buyers to decide between – the 140 and 170 versions of the unit. You’ll have to step up from the entry-level S trim level in order to get either with the 140bhp TSI being offered in mid-range SE guise and the 170bhp option available exclusively as a range-topping Sport model. Prices start at £16,665 for the 140 and £18,275 for the 170. All models get air conditioning, alloy wheels, a six-speaker CD stereo, trip computer and electric windows all-round. The SE models add an extra sheen of class to the Jetta with alloy wheels, body-coloured rubbing strips on the bumpers that also feature chrome inserts and chrome wing mirror surrounds. The interior materials are also upgraded and the specification is upped to include cruise control, an upgraded stereo and loads more storage options. The Sport has bigger alloys, sports seats, front fog lights and sports suspension that’s lowered by 15mm. The fuel economy served up by the Jetta TSI derivatives would be some way below average for a 1.4-litre petrol-powered family car but it’s outstanding for a 1.4-litre petrol-powered family car packing this kind of performance. The official combined economy figures are 39.8mpg and 38.7mpg for the TSI 140 and TSI 170 engines respectively. The difference between the two being minimal, buyers have an extra incentive to make the leap up to the more powerful engine. If you opt for the excellent DSG twin-clutch automatic gearbox, economy actually improves but emissions are measured at 169g/km for the TSI 140 and 174g/km for the TSI 170 whichever transmission you choose. The Jetta will depreciate more vigorously than an equivalent Golf because most Brits like their small cars with hatchback rather than a boot but the Jetta’s relative rarity out on the roads will add to its appeal for many. Judged purely on its engineering, the Jetta TSI is an outstanding piece of work on Volkswagen’s part. The 1.4-litre supercharged and turbocharged engine is a groundbreaking effort whichever way you look at it. Few cars in the class can hold a candle to the driving dynamics and build quality is typically rock solid. The question is whether UK buyers will want it all wrapped up in a booted Jetta costume when they can have the same car packaged as a Golf? We already know the answer and it is that the Golf TSI models will dramatically outsell the Jettas for the simple reason that we just don’t understand the appeal of the small saloon car in this country. This makes the Jetta something of a leftfield choice and that in itself will attract a certain type of customer. The extra element of luxury, that large boot and the additional cabin space will also help persuade people to forgo the pleasures of a hatch. It all means that the Jetta, particularly in TSI form, is more than worth its place in the Volkswagen line-up.

Facts At A Glance CAR: Volkswagen Jetta 1.4 TSI range PRICES: £16,665-£18,275 – on the road INSURANCE GROUPS: 13-16 CO2 EMISSIONS: 169-175g/km PERFORMANCE: [1.4 TSI 170] Max Speed 138mph / 0-60mph 8.3s FUEL CONSUMPTION: [1.4 TSI 170] (urban) 29.1mpg / (extra urban) 47.1mpg / (combined) 38.7mpg STANDARD SAFETY FEATURES: Twin airbags / ABS / Side airbags / ESP WILL IT FIT IN YOUR GARAGE?: Length/Width/Heightmm 4560/1760/1460

JET REPELLED Models Covered: (4dr saloon, 1.6FSI, 2.0 FSI, 2.0T FSI petrol, 1.9 TDI, 2.0TDI diesel [S, SE, Sport])

BY ANDY ENRIGHT

* Introduction Reviving a name from the past can be fraught with difficulty. There’s often a good reason why the model was allowed to slip into obscurity. In Volkswagen’s case, the old Jetta was a little different. It was seen as a rather dull but worthy car but its replacements, the Vento and the Bora never really caught on. So it is that the Jetta name was revived and with it a hopeful new assault on a more upmarket saloon market that, thus far, has also faltered at the first. Here’s how to take advantage of the Jetta’s stuttering start and land a bargain.

If you’ve anything more than a passing acquaintance with the British motor industry, you’re probably aware of the issue with small cars with boots attached to their posteriors. They may sell well in the US, but over here, we get deeply suspicious of anything less than the size of a Mondeo that doesn’t have a hatchback. That’s why the original Jetta and its Vento and Bora successors never exceeded 20 per cent of Golf sales when measured on a like for like basis. When it came to replacing their Bora saloon in 2006, Volkswagen realised that something rather different needed to be done. Rather than the boot, the headlamps and the grille being the sole points of differentiation between Golf hatch and its saloon counterpart, the company went about making the Bora’s four-door replacement something quite different and to that end, reverted back to the old Jetta name to emphasise the fact. Think of it as less a Golf with a boot and more a downsized Passat. On that basis, Volkswagen thought customers would be more likely to place an order. Seems the company was wrong. Although it’s a market niche that is enjoying some modest growth, virtually every Jetta we’ve seen has been driven by either a salesman or a fellow motoring journalist. Landing in car dealerships in February 2006, the Jetta signally hasn’t caught on, even with the introduction of extra variants like the clever supercharged/turbocharged petrol 1.4 TSI in June 2007 and the BlueMotion economy models in early 2008. Later on that year a 1.4 TSI became available with 120bhp or 158bhp featuring only the turbocharger. If you are the sort who thinks a Golf is just ostentatiously practical, here’s how to capitalise on this weak market.

Viewed in profile, it’s easy to establish the Jetta’s genetics. The wheelbase looks a little short for a car of its length, giving it some rather old fashioned long overhangs. Nevertheless, from virtually every other angle, one has to contend that it’s a very neat bit of styling. The rear end in particular is almost impossible to discern at a fleeting glance from that of the Passat, sharing its LED rear lights and beautifully integrated bumper assembly. The interior is a little plusher than standard Golf fare, although the basic architecture of the dashboard is the same. In many ways, it’s reminiscent of the Phaeton luxury saloon, although the centre console is lifted from the Touran mini-MPV. With the possible exception of its pricier Volkswagen Group cousin, the Audi A3, the cabin has the beating of anything out there as regards ambience. The interior features soft-feel slush-moulded plastics, high-quality switches, subtle use of chrome, fabric-covered A-pillars plus blue instrument backlighting with red needles, a signature of the fourth generation model. The latest Golf set new standards by introducing 2Zone climate control and four-way lumbar support within the line-up, so the Jetta benefits from these features too. In addition, ESP (Electronic Stabilisation Programme), no fewer than six airbags as well as anti-lock brakes are fitted as standard throughout the range. Big car features such as automatic activation of headlamps and wipers are built into the car’s electronics. The boot itself is bigger than the old Bora’s. Capacity has gone up from a not inconsiderable 455 litres to a hefty 527 litres, making it more capacious than the boot of a BMW 7 Series. For extra flexibility, the 60/40 split rear back-rest can be folded forwards to form an almost flat floor up to the front seats. With all this in mind, you won’t be surprised to learn that the Jetta is a larger vehicle than the Bora that it replaced. At 4.56 m long, it has grown by 18.2 cm, while width has increased by 2.5 cm to 1.76 m.

You’ll probably pay a good deal less than you think and you should certainly strive to pay a fair slug less than the vendor is asking for. The car you’ll find most often on dealer forecourts will be the 1.9-litre TDI, probably in S specification. These start at around £10,750. You’ll need to budget around £12,500 to land one of the earlier 2006 55-plate 2.0-litre TDI SE models but they’re a good deal more refined and have plenty of poke. Petrol-engined cars start at just shy of around £11,000 in 1.6-litre S trim although the extra kit of the SE is worth angling for from around £11,600. You’ll need around £13,600 to get your name on the V5 of a Jetta 2.0-litre FSI in SE trim and another £1,000 for the Sport specification. The range-topping 197bhp 2.0-litre TFSI model is still very thin on the ground. Insurance ranges from Group 6 to Group 15.

Keep a look out for cars that have been flogged by corporate users and ensure that servicing has been attended to diligently. Check the car’s specification carefully, as despite the Jetta’s improved trim levels over an equivalent Golf, there are some quirks in the model ‘walk up’ which means that buyers often had to resort to the options list for seemingly straightforward features and may try to reflect this in the price. Don’t have any of that nonsense, and negotiate hard as Jettas are sticky sellers and any knowledgeable retailer will know this. The only option that will command serious money is the DSG gearbox. Mechanically speaking, the Jetta is a car that can be bought with confidence.

(approx based on a 2006 Jetta 1.6 FSI ex Vat) An exhaust system is about £165. A clutch assembly will be around £75 and an alternator should be close to £115. Brake pads front and rear are about £65 and £45 respectively.

The Jetta does without the poverty-spec 1.4-litre engines that kick off the Golf line up, the opening point instead being the 115bhp 1.6-litre FSI unit. Next up is the intriguing 1.4-litre TSI turbocharged and supercharged engine in 140 and 170bhp form and then a turbocharged 2.0-litre engine shared with the Golf GTI that’s good for 197bhp. There’s also a pair of TDI diesel engines. The rather unlovely 105bhp 1.9-litre is best ignored, many feeling that the more modern 2.0-litre 138bhp unit is worth the extra expense. Both diesel engines are offered with Volkswagen’s pioneering DSG (Direct Shift Gearbox) system. One criticism levelled at the two previous generation Bora models was that although the cars offered a ride and refinement package that was hard to beat, they never really offered the sort of infectious handling that many rivals could boast. The fifth generation car adopts a pragmatic tactic in ‘benchmarking’ the suspension of the Ford Focus and first impressions are promising. The body is eighty per cent stiffer than its predecessor and the new electro-mechanical steering feel and composed body control are leagues ahead.

The Volkswagen Jetta is one of those cars that will never work in this country. We’re just too accustomed to hatchbacks in this class and it will always be a minor player. While this may result in long faces for those who bought one from new, it’s good news for the used buyer who can get equipment levels way beyond standard Golf fare at lower prices and have something a little more individual to boot. Mechanically rugged, the Jetta is best when fitted with a 2.0-litre engine, petrol or diesel. Our tip would be to try to find a vendor who has specified the DSG sequential gearbox on his 2.0-litre Jetta but isn’t asking a big premium.