2005 Volkswagen Jetta Compact Car Reviews & Ratings

above the dials handle air direction and recirculation. They're flanked by rotary seat heater switches, which in turn are bracketed by digital interior temperature readouts.

Four large air vents are nicely integrated into the top of the dash panel. In cars with Climatronic, those who don't like direct breezes can enjoy the indirect ventilation provided by a large center air outlet that sits top-center on the dash. Climatronic also provides, via switchable nozzles, cool air for the amply sized glovebox and both cool and warm air for the storage bin beneath the center armrest, which adjusts for height and also slides forward or backward.

The central console extends between the front seats and includes a covered storage bin in front of the ESP switch, the shift lever, parking brake lever, two cupholders, a power outlet, and climate system vents for the rear passengers.

The toggle switch for the outside mirrors (plus heating) and the power window switches are on the driver's door armrest, within easy reach and sight. The windows feature anti-pinch protection and one-touch up or down. As a further convenience, they can also be opened or closed, along with the sunroof, with the master key in the driver's door lock.

Further down in the door are the release switches for the trunk and fuel filler door, plus a lock that prevents the trunk from being opened without the master key. The power door locks are operated by a switch in each door, and they're illuminated to reveal their status at a glance. In fact, every button and switch is pleasingly backlit.

A small ceiling console, just aft of the inside rearview mirror, holds a pair of reading lights, the sunroof's rotary switch, interior light switches, a sunglasses bin and ambient lighting elements that softly illuminate the dash area at night. Other nice touches include sunvisors with lighted vanity mirrors that slide on rods to extend their reach over most of the side window, and a self-dimming inside mirror that can be switched on or off but which automatically goes on when reverse is chosen. The driver's side visor also includes the buttons for the HomeLink system, which can be programmed to handle the chores of up to three remote control devices.

The rear of the cabin is significantly more spacious than before, the seats nicely contoured and raked for comfort. A six-foot-tall driver still leaves room behind for a similarly sized passenger, and there's enough headroom to accommodate someone much taller. However, there's no way an adult will fit comfortably in the center rear seat if there are also adults to each side.

A 60/40 split folding rear seat is standard across the line, but 2.5L models and TDIs also get a center, fold-down console that contains two pop-out cupholders and a storage bin, and a lockable pass-through door to allow the hauling of such long items as skis. An optional sunshade effectively covers the whole window and is a worthwhile addition for cars in hot climates.

As in previous Jettas, the trunk seems larger than is possible in a compact sedan (16 cubic feet). When the trunk lid is opened, it rises to a completely vertical position, out of the way of any loading or unloading. Completely carpeted, it also has a storage cubby wall; four tie hooks; and, like all new cars, a glow-in-the-dark release handle in case anyone gets trapped inside.

Climb in the new Jetta 2.5L, 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 the car's 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 driver effort is high. 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 differences to the car's feel. 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 EDL, an electronic differential lock 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 ASR, anti-slip regulation, which reduces engine power to the front wheels if slip is detected.

Both EDL and ASR are part of the electronic stability program, or ESP, which is standard on the 2.5L and TDI models and optional on Value Editions. ESP incorporates ABS to brake any of the car's four wheels individually and reduce the risk of skidding. Studies in Europe have shown how effective electronic stability systems are in helping avoid accidents and should be considered a standard item on any serious 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. Whee!

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 third 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.

All of this good engineering would be moot, however, unless it had an engine to match. And the new 2.5L 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 does not seem particularly 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 2.5L 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 without breaking a sweat, 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. ABS is, of course, standard, and both 2.5Ls and TDIs get Brake Assist, which ensures maximum brake force during panic stops.

This new Jetta is both a comfortable long-range cruiser and snappy runabout, and its high-tech traction aids provide a greater envelope of safety yet do little to diminish the driving experience. It was difficult at times to accept that we have tasted just the base edition of this exciting new sedan. Give the high level of sportiness and creature comfort delivered by the 2.5L, we can't wait to jump into the GLI later this summer.

The all-new Volkswagen Jetta goes on sale with two engines, with a third engine choice available shortly. Officially, the new Jetta launches in March 2005 as a 2005 model, but you should think of it as a 2006.

New to the VW engine family, and the "base" motor that replaces the aged 2.0-liter four-cylinder in the line-up, is a 2.5-liter five-cylinder engine putting out 150 horsepower. If you live in one of 45 states where new diesel-fueled cars can be sold, the Jetta can also be ordered with VW's highly regarded, 100-horsepower 1.9-liter TDI turbodiesel four-cylinder. The third car of the trio, the Jetta GLI, will follow in late summer, with a new 2.0-liter turbo engine boasting an output of 200 horsepower.

The standard gearbox for both the 2.5L and 1.9L engines is a five-speed manual carried over from the previous Jetta. The optional transmission for 2.5Ls is a new, very slick six-speed automatic, augmented with a Sport mode and Tiptronic gear selection. And there's more good gearbox news: Soon, VW's super DSG twin-clutch gearbox will be an option with the Jetta TDI and the GLI.

Despite the increase in power and size and more generous standard content, the 2006 Jetta's base sticker is just $220 more than a comparably equipped outgoing model. Two levels of equipment and trim are offered: the Value Edition ($17,900 manual; $18,975 automatic), which is available only with the 2.5-liter engine; and the 2.5 ($20,390 manual; $21,465 automatic) and TDI ($21,385 manual; $22,460 automatic).

The list of standard equipment belies the cars' price points. Even without ticking a single box on the options sheet, the new Jetta arrives with plenty of content: a full gauge cluster; climate control system with rear passenger vents in the center console; cruise control; tinted windows; power windows with one-touch open and close; AM/FM stereo and CD player; external temperature display; eight-way front-seat and lumbar adjustments; heated power outside mirrors; split/folding rear seats; remote central power locking; two power outlets in the center console and one in the trunk; remote trunk and fuel-filler flap releases; and an anti-theft alarm.

And because VW considers superior dynamics and optimum safety to be standard fare on each of its models, every new Jetta sports Servotronic power steering; a two-way adjustable steering column; ABS with discs at all four wheels; ASR (traction control); EDL (electronic differential lock). Passive safety features include front, side-impact and curtain airbags along with crash-active front headrests; front height-adjustable safety belts with and emergency locking retractors for all five seating positions.

Standard running gear on Value Editions is 6x15-inch steel wheels with 195/65R15 all-season radials and a full-size spare wheel and tire. The 2.5 and TDI models are fitted with 6x16-inch steel wheels and 205/55R16 all-season radials.

A number of options and packages can add more than a few euros to the price of entry. Package 1 includes a sunroof, 16-inch silver alloy wheels and the Premium sound system ($1,960). Package 2 includes all that plus leather seating surfaces; multifunction steering wheel; interior wood trim for the shift knob, dash center console and doors; Homelink; 12-way power adjustable driver seat with 3-position memory and 4-way power adjustable lumbar support; power passenger seat; manual rear sunshade; and XM Satellite Radio, which includes activation plus 3 months of service ($4,660). Package 3 is identical except that Sirius Satellite Radio replaces XM. Either satellite radio service can also be ordered separately ($375).

A brace of electronic handling aids are standard on 2.5 and TDI models but must be optioned into Value Edition Jettas. Electronic stabilization program (ESP) is a worthy option ($280); and engine braking assist (EBA), which helps prevent compression-induced skids in slippery conditions.