2022 Volkswagen Jetta First Test: Is It Still a Bummer?
It might be hard to believe today, but the Volkswagen Jetta used to be the aspirational choice in the compact sedan segment. Travel back in time to the first decade of the 2000s, and amid the Civics, Corollas, Imprezas, Lancers, and Sentras of the world, the Jetta stood out for both its European styling and driving dynamics, as well as its premium, almost Audi-like cabin. Volkswagen of the era was focused on the "democratization of luxury," and the Jetta was at the forefront. Perhaps that's why the updated-for-2022 Volkswagen Jetta SEL is so disappointing.
What's New With the 2022 Jetta?
To be fair, maybe whatever the millennial equivalent of rose-colored glasses is (atomic purple Gameboys?) may have colored our expectations some. The 2022 Volkswagen Jetta is at its heart a midcycle update of a car one anonymous VW engineer called "boring" after we first drove the prototype back in 2017. When we tested the production model at the 2019 Car of the Year program, we thought the engineer undersold it some. "Cynical," and "forgettable," we called it.
The changes to the 2022 Jetta are minor, but VW hopes they're enough to right the ship. The biggest change is under the hood. Gone is the 147-hp, 184-lb-ft 1.4-liter turbocharged I-4, and in its place is a new 1.5-liter turbocharged I-4 borrowed from the Volkswagen Taos crossover. The new four-pot makes 157 hp and the same 184 lb-ft of torque, albeit with that torque available at lower revs than in the outgoing engine. The Jetta's two transmissions, a six-speed manual and optional eight-speed automatic (tested here) carry over unchanged.
You'll need to look closely for the 2022 Jetta's other changes. The sedan's nose and tail are subtly revised, and inside there is a digital instrument cluster, contrast stitching, and padded leatherette door armrests. Jetta prices start at $21,190, but our loaded Jetta SEL test car stickers for $29,185.
How Quick Is the 2022 Jetta?
With 10 new ponies under the hood, the 2022 Jetta is unsurprisingly quicker than pre-refresh models at the test track, accelerating from 0 to 60 mph in 7.6 seconds and through the quarter mile in 15.9 seconds at 88.2 mph. That's about mid-pack among compact sedans, and it's two-tenths quicker to 60 mph and one-tenth quicker at the dragstrip than the last automatic Jetta we tested, a 2019 model.
Although the new Jetta is quicker in a straight line than the pre-refresh model, the picture is murkier once we start looking at braking, handling, and fuel efficiency. The updated car needed 127 feet to complete our 60-0-mph panic stop test, 6 feet more than the 2019 Jetta; on the figure eight, it brought in a 27.7-second lap where it averaged 0.61 g, a tenth of a second slower and 0.01 g less than the previous model. The 2022 Jetta is less efficient, too. It's EPA-rated at 29/40/33 mpg city/highway/combined, whereas the old model scored 30/40/34 mpg.
Is It Any Better on the Road?
The new engine is the best thing about the Jetta on the road. It'll never be mistaken for muscular, but the small 1.5-liter engine has a broad torque curve, and the eight-speed auto never feels shy about keeping the four-pot in its powerband with your foot down. Its only demerit? Some editors complained of inconsistent power delivery, especially at city speeds where the Jetta is prone to both lag and surge—a trait this powertrain also exhibits in the Taos.
The Jetta drives a bit like the Taos, too, which makes sense considering it shares its MQB A1 platform with the SUV (the Golf, which was traditionally the hatchback version of the Jetta, rides on the MQB Evo platform). The VW's steering is joyless and vague, which is just as well because the softly sprung ride quickly gets out of sorts when the Jetta is driven with any urgency. Those looking for a more engaging compact sedan could buy a Jetta GLI, but they'll likely be better served by a Golf GTI or one of the Jetta's Japanese or South Korean rivals.
A Weak Inside Game
Whereas the hot-selling fourth- and fifth-gen Jettas (1999-2005 and 2006-10, respectively) featured cabins that "were rich in materials and textures but also darned well conceived," the interior of today's Jetta SEL is fairly basic, especially compared to its rivals. Once the initial distraction of the Audi-esque digital instrument cluster and front and rear heated seats fades, disappointment is sure to follow. Poking around the interior reveals flimsy, sweaty plastics, "wood grain" trim designed by someone who might never have seen wood before, and button delete panels (on a loaded car, mind you) that hint at features the Jetta could have included but didn't. What are they? Who knows—this Jetta SEL allegedly packs all the goodies.
The cost-cutting in the back seat is the biggest letdown. Hop into the spacious rear seat, and the materials go from bad to worse. The few touches of attention to detail from the front of the cabin—chiefly the contrast stitching on the door panels and "wood" trim—are gone. In its place are yet more hard, cut-rate, black plastics. To be fair, some competitors turn down the wick somewhat on their rear-seat materials at lower price points, but here the priciest Jetta's front seat represents a pretty bargain basement starting point.
The Verdict
In a crowded field of compact sedans, the Jetta is no longer an aspirational choice. For an expertly balanced mix of a high-quality premium-feeling cabin with satisfying driving dynamics at an affordable price, visit a Honda, Mazda, or Hyundai store. In the shrinking yet ever improving compact sedan segment, the Jetta stands out for, well, not standing out. Sure, the Jetta is fairly big and spacious for its class, but whether you're shopping for a feature-rich commuting appliance or something to spark a little joy, your money goes further elsewhere.
Looks good! More details?2022 Volkswagen Jetta SEL (Premium) Specifications BASE PRICE $28,790 PRICE AS TESTED $29,185 VEHICLE LAYOUT Front-engine, FWD, 5-pass, 4-door sedan ENGINE 1.5L Turbo direct-injected DOHC 16-valve I-4 POWER (SAE NET) 158 hp @ 5,500 rpm TORQUE (SAE NET) 184 lb-ft @ 1,750 rpm TRANSMISSION 8-speed automatic CURB WEIGHT (F/R DIST) 3,121 lb (59/41%) WHEELBASE 105.7 in LENGTH x WIDTH x HEIGHT 186.5 x 70.8 x 57.7 in 0-60 MPH 7.6 sec QUARTER MILE 15.9 sec @ 88.2 mph BRAKING, 60-0 MPH 127 ft LATERAL ACCELERATION 0.82 g (avg) MT FIGURE EIGHT 27.7 sec @ 0.61 g (avg) EPA CITY/HWY/COMB FUEL ECON 29/40/33 mpg EPA RANGE, COMB 435 miles ON SALE Now Show AllYou may also like
bmw m5 Full OverviewThe new 2022 BMW M5 CS (short for Competition Sport) is not only the most outrageous version of the F90 (sixth generation) M5, but also one of the most ridiculous production BMWs of all time. It's certainly the most powerful: The S63 M TwinPower twin-turbo 4.4-liter V-8 makes 627 hp at 6,000 rpm and 553 lb-ft of torque between 1,800-5,950 rpm. The peak-torque figure is the same as you find in the M5 Competition, but it's available in the M5 CS for an additional 90 rpm. That might not seem like much, but keep in mind the M5 Comp's peak-torque rpm-range already exceeds the standard M5's by 170 rpm. In terms of M5-vs.-M5-vs.-M5 horsepower comparisons, the M5 Competition makes 617 horsepower at 6,000 rpm, and the standard M5 600 hp.The 2022 BMW M5 CS gets more than just additional power and revs compared to its "lesser" versions. It features the same chassis and suspension upgrades the M5 Comp boasts over the M5—stiffer engine mounts and suspension springs, 0.2-inch lower ride height, more negative front camber, and a stiffer rear anti-roll bar and toe-link ball-joint mounts. BMW says the M5 CS receives additional "spring and Dynamic Damper Control tuning" compared to the M5 Competition "to take advantage of the lower vehicle weight and of the optionally available (no-cost) Pirelli P Zero Corsa ultra-high-performance tires." Take note of the point about the rubber, as we'll circle back to it shortly.Ah, speaking of weight, the M5 CS tipped our scales at 4,089 pounds, whereas BMW says the M5 Comp checks in at 4,344 pounds. We have not had the opportunity to weigh an M5 Comp but suspect it would check in lighter than its official weight, due to the parameters under which BMW estimates its cars' curb weights. Either way, this is a notable difference between the two models, and the M5 CS' diet consists of additional carbon-fiber-reinforced plastic pieces, including the hood with vents in unpainted carbon fiber, the front splitter, mirror caps, rear diffuser, and rear spoiler. The engine cover is also made from CFRP, and further weight reduction comes thanks to less sound-deadening throughout the car.So, what do these upgrades yield in performance terms? We ran the 2022 BMW M5 CS through our standard battery of MotorTrend tests, with impressive outcomes.Gas ItIn our acceleration testing, the 2022 BMW M5 CS produced its best launches via its launch-control mode. This produced consistent, clean, and smooth yet explosive launches, and we noted how well the car put the power down without drama. Indeed, it exhibited zero, or almost zero, wheelslip; the AWD just dug in and blasted the car down the track. Our best 0-to-60-mph time came in at a double-take—hell, triple-take—inducing 2.6 seconds. That's the fifth-quickest time we've ever recorded to 60 mph, behind cars like the Tesla Model S Plaid, Ferrari SF90 Stradale Assetto Fiorano, Porsche Taycan Turbo S, Porsche 911 Turbo S, McLaren 720S, Lamborghini Aventador SVJ, and Audi R8 V10 Plus, to name a handful. It also means the CS is even quicker than BMW claims: The company says this M5 reaches 62 mph in 2.9 seconds, so even if we knock off 0.2-second to estimate a 60-mph time of 2.7, our 2.6-second time remains ahead.The BMW's performance through the quarter mile was no less stunning, with a time of 10.7 seconds at 129.7 mph. Only eleven MT-measured quarter-mile elapsed times have been quicker: the same cars mentioned above (and a bunch more). If you're employed as a wheelman by nefarious characters who appreciate the quickest of getaways, look no further; if Hollywood remade John Frankenheimer's 1998 cult-classic Ronin today, we know which new production car should feature in it.Slow Your RollDespite BMW's boast about the M5 CS' reduced poundage, the fact remains that a car of this size and a two-ton curb weight needs to stop as well as it goes. No problem there, as the standard carbon-ceramic brakes brought the M5 CS to a halt from 60 mph in just 101 feet, beating Cadillac's CT5-V Blackwing by 1 foot and trailing the Porsche 718 Boxster GTS 4.0—which weighs 916 pounds less—by only 2 feet. The brake-pedal feel was firm and consistent, and we felt good bite from the 20-inch Michelin PS4S tires. Our only knock against the overall setup is that the firm pedal's short-release travel makes it difficult to trail brake precisely into corners.DynamicsAh, did we just mention tires? As impressive as the 2022 BMW M5 CS performed on the Michelins, it really wants to live on its available, more aggressive, and stickier Pirelli P Zero Corsas. When we say, "available," we mean theoretically offered by BMW, but that's where things went slightly sideways for our test. (You can get the car smokingly sideways easily, too, for the record.) Unfortunately, supply-chain shortages affecting all walks of industry have hit the tire business as well, and despite our best efforts we were unable to source a set of the Italian rubber. Not only would it have almost certainly provided an even shorter stopping distance in our braking test, but it also would have improved the CS' performance on the skidpad and around our figure-eight course.Nevertheless, the big sedan pulled an average of 1.04 g on the skidpad, and it recorded a best figure-eight lap time of 23.2 seconds at 0.92 g average. The skidpad number equaled that of the CT5-V Blackwing, and the BMW bettered the Cadillac around the figure eight by 0.2 second and 0.03 g.These are all solid numbers, and we achieved them despite the M5 CS exhibiting loads of understeer on the skidpad and quite a lot of oversteer when exiting corners around the figure eight. Indeed, it was easy to see the M5 CS simply could not reach its full potential on these tires, which was a shame.Yes, You Want OneDespite being unable to record the absolute best test results, we saw more than enough from the 2022 BMW M5 CS to tell us the mechanicals are there. The engine is brilliant, the outright speed is breathtaking, and the brakes are good. The steering in its sportiest setting is quite nice, too; it loaded and unloaded clearly on the skidpad, which told us precisely when the front tires gained or lost grip. This is a proper driver's car, and then some, and it's the most capable BMW M5 of all time, by far. For all these reasons, we're still cursing the damned supply chain.On second thought, perhaps we're looking at this all wrong: We now have a legitimate excuse to get our greedy hands back on the 2022 BMW M5 CS when the better shoes become available—and we'll be thrilled to run it to its mega limits all over again, with even more impressive performance.Looks good! More details?2022 BMW M5 CS Specifications BASE PRICE $143,995 PRICE AS TESTED $148,995 VEHICLE LAYOUT Front-engine, AWD, 4-pass, 4-door sedan ENGINE 4.4L Twin-turbo direct-injected DOHC 32-valve 90-degree V-8 POWER (SAE NET) 627 hp @ 6,000 rpm TORQUE (SAE NET) 553 lb-ft @ 1,800 rpm TRANSMISSION 8-speed automatic CURB WEIGHT (F/R DIST) 4,089 lb (56/44%) WHEELBASE 117.4 in LENGTH x WIDTH x HEIGHT 196.4 x 74.9 x 57.8 in 0-60 MPH 2.6 sec QUARTER MILE 10.7 sec @ 129.7 mph BRAKING, 60-0 MPH 101 ft LATERAL ACCELERATION 1.04 g (avg) MT FIGURE EIGHT 23.2 sec @ 0.92 g (avg) EPA CITY/HWY/COMB FUEL ECON 15/21/17 mpg EPA RANGE, COMB 342 miles ON SALE Now Show All
We've seen concept cars featuring four-wheel-steering that makes it possible to pull up next to a parking space and drive sideways right into it, thanks either to four-wheel 90-degree steering or spherical tires that can just roll sideways. Don't hold your breath for these sideways parking car concepts, but supplier ZF recently showed off a front suspension design capable of steering the front wheels 80 degrees—enough to drastically reduce the amount of surplus parallel-parking space required for easy insertion/extraction and to tighten U-turn diameters considerably.The Missing LinkIn most front suspensions, a tie-rod connects the suspension knuckle directly to the steering rack. ZF proposes inserting a second link. This one runs roughly parallel with the tire, connecting the lower control arm in front to the knuckle at the other end. The traditional tie-rod then connects to this link, a bit closer to the control-arm pivot. The mechanical advantage this creates can more than double the range of tire pivot rotation from a typical 35 degrees in either direction to 80 degrees without extending the travel or dimensions and functionality of the steering rack.Why Has Nobody Produced This Yet?Swiveling the wheels and tires 80 degrees either way requires a lot of packaging space that is typically reserved for crash-structure frame rails, and their spacing has generally been dictated by a front-mounted combustion powertrain. Another problem is the lack of any sort of constant-velocity joint capable of transmitting drive torque over such an extreme angle, which makes the concept impractical for traditional front-drive vehicles. Finally, implementation would require a means of limiting the max allowable steering angle to parking-lot speeds, because suddenly dialing up 80 degrees of steering at speed could roll a tire off the rim and flip the vehicle.Enablers: Electronics and Electric DriveModern electronics are more than up to the task of limiting steering angles to certain speeds, and this obviously means any rear-engine, rear-wheel drive vehicle could adopt this steering setup today and begin seeking out incredibly tight parallel parking spaces and hanging U-turns inside their garage or on their neighborhood street. Indeed, ZF demonstrated the concept on a rear-motor, rear-drive electric BMW i3. Another key enabler will be in-wheel electric drive motors, which eliminate the need for shafts and CV joints. These have yet to find favor with mainstream automakers, but advances we've covered by Orbis and Indigo address the technology's limitations in ways that could bring them to market—especially in ride-hailing and delivery vehicles, which stand to gain maximum benefit from the improved maneuverability.When and How Much?ZF's EasyTurn Suspension is so simple that it can be implemented quickly, whenever a manufacturer signs on the dotted line, but as of press time ZF had yet to announce any such contracts. And no supplier ever talks specifics on cost, but clearly this design adds a couple of ball joints, a link, and a bit of extra machining, so this won't be a budget-buster. Consider our fingers crossed for this cool concept.
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