The 2019 Arteon's best design detail is that it's not immediately identifiable as a Volkswagen. The brand has produced some very safe designs lately, so it's satisfying to see a sexier shape slink out of the design studios. The Arteon won't inspire envy from A5 Sportback owners, but the VW is a far more pleasing shape than the Nissan Maxima, Toyota Avalon, or Acura TLX. As Volkswagen's flagship four-door straddles full-size mainstream and entry-level luxury segments, however, styling can't assure success on its own. Let's be clear: This is no bargain Audi. 47,705 Arteon are hit or miss, from the center console's hard plastic to the unacceptably cheap "is this a Jetta?" feel of the HVAC knobs. 45,195) will hide cheap materials in their cabins somewhere. The difference is that this mainstream-branded car has more to prove, and others (like the new Avalon) have more soft-touch surfaces inside. Experiencing the Avalon's interior requires walking past its oversized front grille, not a compromise you make with the Arteon. Audi intenders who see the Arteon as an alternative to the A4 sedan or A5 Sportback hatch will delight in the VW's spacious back seat.
It's way better back there than those Audis as long as you watch your head on the way in and bring a 12V-to-USB converter, as there are no rear USB outlets. There is a fifth seat (unlike the four-seat CC before VW added a fifth seat belt), but the sizable drivetrain hump limits its functionality. Like those Audis, the 2019 Arteon is powered by a version of the VW-Audi family's 2.0-liter turbo-four. In the VW's case, the powerplant makes 268 hp and 258 lb-ft of torque and is mated to an eight-speed automatic with front- or all-wheel drive. It won't feel like 268 hp if you've spent as much time as I have with an all-wheel-drive Audi A4 2.0T. The smaller and less powerful Audi is lighter than the Arteon and uses a quick-reacting dual-clutch transmission. Thing is, that same transmission isn't as smooth at low speeds as the more relaxed Arteon's eight-speed, but the VW isn't trying to compete as a Stinger beater or 3 Series fighter. Yes, you can have fun in the Arteon, whose ride strikes a good balance between isolating comfort and actually feeling the road. But even in Sport mode鈥攚hich adjusts the steering, transmission, and standard adaptive suspension鈥攊t doesn't connect you in quite the same way as, say, our 2019 Car of the Year, the Genesis G70. If you've never pressed an accelerator pedal more than halfway down or where you live doesn't require all-wheel drive, try the front-drive model. 1,800 for VW's 4Motion all-wheel drive might be a good idea for those who live where it snows or for lead-footed drivers who want to avoid torque-steering around town. The engine provides enough oomph for almost every driving situation, and the engine stop/start system is notably less intrusive than the tech we had in our long-term A4.
The true test of consumer-grade steering competence is a long, rough freeway ride. None of that today. Instead, it was put to the test on the high-speed ring. Frankly, in this short and highly curated experience, there wasn't much more to glean about the '19 Jetta. There was no opportunity to drive it on public roads, which would help prove if the general softening of this new compact sedan is an improvement or a step backwards from the outgoing car. The styling may move the needle a bit, as it seems likely that when the camo comes off it'll be a sharp-looking sedan. The rub is that the be-softening of the Jetta seems like a misreading of history. You might get whiplash if you think too hard about how VW has swung from one reading of the car to another. Taking a step back, the real question is whether VW should even be chasing the sort of volume that it seeks for this car. Erb made it extremely clear to us that the 2.1 percent market share VW has in the U.S.
VW's platform-sharing strategy can allow the company to bring high-end features to users at a competitive price 鈥?if, and only if, it can sell enough vehicles. VW doesn't want to be, and might not be able to afford being, a niche brand. The problem is, the Jetta is best when it's a niche product. It started out as a Golf with a trunk, and the company didn't build a cult following by diluting the essence of its core products. Moving to the Golf's MQB platform is a great step. A real GLI, with an independent rear suspension and moves to match its Golf sibling, would cast an air of Europhillic legitimacy to the whole line 鈥?a unique selling proposition in a segment that really could use one. Look at Subaru's success sticking to all-wheel drive and boxer motors in the most vanilla segment around. Americans deserve vehicles with a soul, even commuter appliances. We need more seat time to determine if VW captured the mojo on this one 鈥?and we need to see what kind of price point it comes in at. Until then, VW's latest creation will remain metaphorically wrapped in a mysterious swirly vinyl wrap.
