During the Chicago auto show in February, VW design boss Klaus Bischoff fell all over himself pointing out how different the new Jetta is from its Golf MQB-platform sibling. Indeed the two share absolutely no exterior panels or glass, and very few other visible parts, save for the steering wheel, shifter, and some controls. For contrast, he even parked a first-gen Jetta in the foyer鈥攁 car that quite obviously WAS a Golf (Rabbit) with a trunk. Well, we've just experienced the finished 2019 Jetta and it drives like a slightly bigger, heavier Golf with a trunk. It's useful to remind ourselves that MQB isn't a "platform" the way Chrysler's K-Car was a platform. Rather, it's building blocks. Each MQB variant is a unique application of those building blocks, with those around the front axle/powertrain and the rear axle fairly fixed, and all blocks in between tailored to each vehicle and its market segment. Going forward, the Jetta's market (and hence tailoring) will be very different from the Golf's.
The Golf sells globally while the new Jetta will sell primarily in the Americas and China. Let's talk about how it drives. For now the only engine is a 1.4-liter turbo-four good for 147 hp at 5,000 rpm and 184 lb-ft of torque at 1,400 rpm. That's down from the 1.8-liter Golf's 170 hp and 184 or 199 lb-ft (manual or automatic), but the 2019 Jetta's transmissions get upgraded from six to eight ratios in the automatic and from five to six in the manual. Closer gear spacing and, especially comparing old and new Jettas, improved leverage in the lower gears makes the 2019 Jetta feel sprightlier than its numbers suggest. A 2.0-liter with higher output than that of the Golf GTI will arrive in the Jetta GLI in about a year; the 1.8T is gone. Driven with just two adults onboard, passing performance feels acceptable and the acceleration rate at medium and wide throttle openings seemed more linear than we've experienced with other engines with tiny turbos. Only in certain low-speed situations rolling onto the throttle was there an occasional hint of turbo lag. The new transmission reacts swiftly to throttle inputs, especially in its S mode. There are no shift paddles, but a sport gate allows for single-gear up and down shifts via the lever. And a very slightly taller top gear ratio (3.2 percent) helps deliver the impressive 30/40/34 mpg EPA city/highway/combined fuel economy.
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