I liked the old Jetta. I liked its pure-bred European good looks and German logic. Even the cheapest model seemed trend-setting in its style, functionality and performance.
But as sweet as that package was, Volkswagen dumped it for something bigger, brassier and faster.
The company has attracted a young buyer demographic with this simple sedan, amassing about 2.2 million friends (owners).
But apparently that age group isn't interested in moving up to the slightly larger Passat, so the approach for the redesigned Jetta was to follow its millions of Jetta owners into careers and mortgages and offer them a more grown-up version of their car.
It's tough love for these kids, but somebody has to say it. And it might as well be Volkswagen's advertising: Life's hard, suck it up, get some sensible shoes and enjoy partying at home because you've got to get up early for work. And be a rebel with a car, the new Jetta.
On introduction to the new Jetta at the media launch in San Diego, my reaction was cool and cautious. My trusted friend's replacement looked stuffy, like the Phaeton had a baby. Or worse, it was too much like something from Toyota or Honda.
And after 200 miles of driving, I was still in a snit.
I grumbled that the doors didn't seem to open as wide. The rearview mirror looked cheap. There was too much wind noise around the mirrors. The interior design, so-called, was plug-and-play plain.
I was being, perhaps, a bit unfair, so I scheduled a week to test drive it at home - so I could finish nailing the coffin shut.
And for the first few days at home with my good friend's new partner, I was a rude host. But then something happened. I pulled the shifter into Sport mode and caught a little action from the six-speed Tiptronic automatic.
Sport mode puts the transmission into a true performance calibration. Not quite as aggressive as in the Audi A4 (the sister car), but upshifts are held to build power. Downshifts come easily with the flick of the accelerator.
The Tiptronic keeps the transmission sensitized for point-and-shoot maneuverability, which is easily appreciated on the daily commute. At freeway speeds the transmission stays in fifth. The 0-60 mph is a modest 9.1 seconds, but the car's still fun to play with.
So beauty isn't skin deep.
The new engine is an aluminum, 2.5 liter 5-cylinder, with double overhead cams and 20 valves. It is rated a dutiful 150 horsepower, but the 170 foot-pounds of torque pulls hard up hills and away from stoplights.
Fuel economy of 22 mpg around town and 30 on the highway is good, using 87 octane. It's not a bad way to spend a fuel budget.
I was starting to feel the love, but this car will have much to prove even to recent Jetta owners. It is being directed into a tough, highly critical segment of well-done, midsize sedans.
The newbie is about an inch wider, 7 inches longer for a larger back seat area and it rides on a 3-inch-longer wheelbase for a more mature ride.
Using the new Golf platform, the Jetta is 60 percent stiffer for torsional rigidity that gives the best foundation to hang the suspension and pack the engine.
The size is still in the compact segment, but it's pushing the limit for performance agility. It is far more polished than the comparably priced Pontiac G6 and more of a competitor to the Volvo S40 and Acura TSX.
Perhaps the biggest difference between Jetta and the competitors is the long list of safety features and conveniences.
Pricing has been simplified into two models and two major option packages.
The base model - Value Edition Jetta - starts at $17,900, and every model includes air bag curtains and side air bags, 4-wheel disc brakes with ABS with brake assist, 8-way adjustable front seats, tilt-telescopic steering wheel, power windows and heated mirrors, air conditioning and full-size spare.
The Jetta 2.5 starts at $21,005 and adds such extras as automatic air conditioning, automatic headlights, heated seats, leatherette seating, rain-sensing wipers, 6-disc in-dash CD audio system, and a rear seat armrest and ski pass-through.
Package 1 adds a power tilt-slide sunroof, uprated sound system and 16-inch alloy wheels.
Package 2 adds leather-trimmed upholstery, rear sunshade, satellite radio, wood trim and 12-way power driver and passenger seats.
The new model does have subtle Jetta-ness to compete among the entry luxury brands. The drivability and interior roominess are convincing, when given a chance.
The chassis is tight and the suspension breathes in harshness and exhales smoothly. But, while you can run this car hard, its added mass and height make it not as sneaky through the corners as the Volvo or Acura. The large disc brakes pull the car to a sudden stop without a lunge and squat.
The inside works well, too. The plain instrument panel is actually quite functional and simple to operate. A neat valance treatment to the base of the windshield cleans up the view out the front, which is further uncluttered by aero wiper blades.
Sightlines are unobstructed and the seats are full and comfortable. The roomier back seat area is also easier to get in and out of than the old model. A fold-down rear seatback and fold-flat front seat greatly expand cargo capacity.
Quality of parts and assembly is good, but I did experience two problems.
The electric driver's seat would motor forward when the door was opened. VW is aware of this glitch on some cars and offered a fix, but it didn't help. And the chrome bezel plate around the gearshift wouldn't stay snapped in place. Simple bugs, easily exterminated.
The new Jetta isn't perfect, but it left a good impression.
Still distrustful, I invited the input of a female friend who leases a 2000 Jetta 5-speed, which was her first new car. And she's been a VW fan since owning a Karmann Ghia in high school.
I stood back as she opened doors, peered into the trunk and got settled behind the wheel. Then we went for a drive.
How about that sloping front end, I asked?
No problem, said she, ''except the side glass is smaller.''
That's because the doors and beltline are slightly taller, which puts more steel around occupants for better impact protection. ''Oh, I like that,'' she said.
Her final answer: ''I like it. I just hope I'm all grown up by the time my lease is up.''
SPECS BOX
JETTAS AT A GLANCE
2004 Jetta
Engine: 115 hp, 2 liter 4-cylinder
MPG: 24/30
0-60 mph: 11.7 seconds
Passenger volume: 87 cubic feet
Length: 172.3 inches
Height: 56.7 inches
Turning circle: 35.8 feet
Wheelbase: 98.9 inches
Curb weight: 2,945 pounds
Front head room: 38.6 inches
Rear legroom: 33.5
Trunk: 13 cubic feet
2005 Jetta
Engine: 150 hp, 2.5 liter 5-cylinder
MPG: 22/30
0-60 mph: 9.1 seconds
Passenger volume: 91 cubic feet
Length: 179.3 inches
Height: 57.5 inches
Turning circle: 35.8 feet
Wheelbase: 101.5 inches
Curb weight: 3,285 pounds
Front head room: 38.5 inches
Rear legroom: 35.4 inches
Trunk: 16 cubic feet
2005 JETTA FEATURES
Standard equipment: Automatic dual zone air conditioning, 6-disc in-dash CD audio system, cruise control, trip computer with compass, self-dimming rearview mirror, power windows (auto up/down), heated front seats and wiper nozzles, power (heated) side mirrors, height-adjustable and telescoping steering wheel, center armrest with storage, rain-sensing wipers, carpeted floor mats, power-reclining front seats, adjustable height and lumbar for front seats, fold-flat front passenger seat, split-folding back seat with valet lockout, rear seat armrest with storage and pass-through, front and rear reading lights, lighted vanity mirrors, front and rear cup holders, puddle lights in outside mirrors
Safety equipment: Front air bags, side bags, side curtain bags, active head restraints; optional rear side thorax bags
CHASSIS
Brakes: Power-assisted 4-wheel discs; 12.5-inch vented front, solid 11.4-inch rear; with ABS, Brake Assist, traction control, electronic differential lock and electronic brake force distribution
Steering: Electro-mechanical power steering; turning circle, 35.8 feet
Suspension: 4-wheel independent; front struts, coil springs, telescopic shock absorbers; rear multilink with coil springs, telescopic gas shocks and stabilizer bar
Tires and wheels: Michelin MXV4 H-rated P205/55 16-inch on alloy wheels
PRICING
Base 2.5: $21,005, including $615 destination charge; price as tested, $26,740
Options on test car: Package 2, $4,660, adds power tilt and sliding sunroof, premium sound system, 16-inch alloy wheels, leather seating surfaces, integrated garage opener, rear sunshade, satellite radio, wood interior trim, 12-way power driver and passenger seat with 3-position driver seat memory.
The competition: Acura TSX, Nissan Altima, Mitsubishi Galant, Volvo S40, Pontiac G6, Toyota Corolla/Camry, Honda Accord
Where assembled: Puebla, Mexico
PLUSES: European fitness and finesse; optional 6-speed Tiptronic Sport mode is enthusiast-rated.
MINUSES: Ordinary styling; possible bug in electric seat adjustment; shifter console plate wouldn't stay snapped in place.
- - -
2006 HHR starts at $15,990
Chevrolet's nifty 2006 HHR - Heritage High Roof - goes on sale in late summer in three trim levels.
Pricing starts at $15,990 for the base LS, $16,990 for the HHR 1LT and $18,790 for the topline HHR 2LT.
Sharing a foundation with the Equinox SUV, the equipment list includes a 143-hp 2.2-liter four-cylinder engine, touring suspension, 16-inch steel wheels and a 5-speed automatic transmission.
Conveniences include air conditioning, power windows-locks-mirrors and six-speaker CD stereo. Options include head curtain side air bags and a four-speed automatic.
The interior has fold-flat cargo capacity and a variety of storage areas.
If not just for the styling, the HHR will stand out with a range of bright paint colors: Daytona Blue Metallic, Sunburst Orange II Metallic, Sport Red, Silverstone Metallic and Majestic Amethyst Metallic.
Details at www.chevyhhr.com.
Mark Maynard is driving in cyberspace at mark.maynard@uniontrib.com
