2022 Volkswagen Jetta First Drive Review

Did you know that Volkswagen has, at least since the 1980s, mostly named its models after winds?

Yup, like “Scirocco,” “Tiguan,” and even “Golf,” which I guess is German for “Gulf.” But the most common wind blowing from Wolfsburg is Jetta, the German word for “Jet Stream,” apparently. Who knew there were so many words for wind?

If you didn’t know what Jetta meant, there’s a good chance you know the model. Volkswagen, at least in the US, where sedans were king before SUVs and CUVs came and pulled the rug out from under them, has sold 3.2 million Jettas since 1980. And VW still does well with the Jetta, with 2019 sales—and that was the last normal year—around the 100,000 mark, more than a quarter of all VWs sold.

And no wonder. Starting around $20,000, the Jetta is all about value, delivering a spacious, fun-to-drive and practical all-purpose car. We’ve always liked it, and moving the Jetta to the MQB platform in 2019 made a good thing even better—more room, but with the same handling characteristics as the prior model, while updating the technology to keep up with the competition. But VW is always looking to improve the experience, and offered me an opportunity to learn about some updates for the Jetta family.

For 2022, VW has updated the (only) engine choice for all non-GLI Jettas. It’s the EA211 four-cylinder turbo that’s also implanted in the new-for-2022 VW Taos crossover. There are lots of little changes to the mill, but most interesting are a variable-turbine turbocharger, which allows higher boost pressure and a FI system that pressurizes the fuel almost 50 percent more than than the old model for better power and cleaner emissions.

The bottom line is the motor makes an extra 11 horses—output is 158 hp and 184 lb-ft of torque, impressive for this price point—and the motor is still nicely efficient, with the manual-transmission S and Sport models reporting 43 mpg (freeway) in EPA testing. Combined mpg is 34 for the manual or 35 for the DSG—the SE and SEL trims, with bigger wheels and more weight, drag it down to 33. That gives a Jetta, driven gently on the freeway, a range of over 500 miles.

Other changes are typical mid-cycle refresh. There are new front and rear bumpers, new chrome trim, new colors and new wheel options across the range. The 8.0-inch Digital Cockpit instrument display is now standard issue (the 10.0-incher is included with the SEL), and there’s contrast stitching on the dash to make it look a bit more upscale.

Instead of five trims (S, R-Line, SE, SEL and SEL Premium), the line is scaled back to four. The “R-Line” has been replaced with the “Sport,” a relative bargain at just $900 more than the base S, and it’s not just a cosmetic package—the car comes standard with 17-inch alloys, blacked-out graphic treatment, and the XDS differential, which controls wheel speed, acting like a mechanical limited-slip diff. The SEL Premium is dropped, but the SEL has everything the Premium did (except leather-trimmed seats), plus the new MIB3 infotainment screen (lesser models come standard with the Apple CarPlay/Android Auto-capable 6.5-inch MIB2). Maybe the most significant change is the $1200 addition to the S base-model MSRP, but looking at the upscale versions, the pricing isn’t that different than the 2021 model year.

The GLI is also refreshed in two notable ways. First, the S trim is no more—there’s only the well-equipped Autobahn, which starts at $30,995 and has all the frills of the prior Autobahn-trim GLI, like the big Golf R brake calipers and discs, 18-inch wheels, 10.0-inch instrument display, sunroof, heated/ventilated front seats and Beats audio—with just a $250 price bump. The second change, besides the updated fascia and bumpers, is a revised dual exhaust.

Unlike the Jetta, the GLI keeps the motor from last year, but we can’t complain about that. The EA888 is a 2.0-liter, direct-injection turbocharged item that makes 228 hp and 258 lb-ft of torque and returns 24 mpg city and 33 on the highway (six-speed manual). The Jetta family brand manager, Rachael Whitwell, told us that since the GLI is the “true halo of the Jetta lineup,” offering just the premium Autobahn trim made sense in “an enthusiasts car…the customer just has to pick transmission they like. Everything available is standard.” Why not?

I only got one brief around-town foray with a Jetta SEL, equipped with the eight-speed DSG. I haven’t driven the prior model, but expecting entry-level sedan performance, I was very pleasantly surprised with the responsiveness and snappy new motor.

For around-town driving, the new EA211 shines. It still has that four-cylinder growl, and you know it’s a busy and hard-working little fella, but it gets you off the line in a very quick way—the prior model delivers 0–60 times in the low sevens, and this should do a bit better, no? And if I didn’t know it was turbocharged, I’d never have known. There’s no turbo lag or any other unnaturally aspirated weirdness.

If the smooth, friendly SEL model I tooled around rush-hour Asheville traffic with was Dr. Jekyll, the GLI was Mr. Hyde. Well, maybe Mr. Hyde adjacent. I spent a lot of time in a stick-shift GLI, and while it wasn’t as spry and athletic as the GTI I drove the same day, it was maybe a better balanced car than the faster Golfs. It just wasn’t as fun as the Golfs, kind of like driving a GTI towing a small trailer. I did like the roomier feel of the cabin and the giant trunk, and the GLI was very pleasant at freeway cruising speeds, and if I was a buyer looking for Volkswagen driving fun and maximum value, the $8,000 savings over the similarly equipped GTI would make a very strong argument.

There’s a lot of competition in the compact sedan segment, and Volkswagen has always had a value-oriented fighter in the ring. Besides looking at the GTI (there’s no more Golf), prospective Jetta-ists may also consider the Hyundai Elantra/ Kia Forte, the new-for-2020 Nissan Sentra, the good ol’ Honda Civic, the Toyota Corolla, Subaru Impreza or Mazda 3. Some are pricier, but many start at lower price points.

That’s a lot of cars to choose from, with endless configurations, equipment, advantages and disadvantages from each one. The Jetta, stacked against these isn’t the freshest, but its new engine makes it very competitive, and its available eight-speed auto trans makes it attractive compared to the mostly CVT-sporting field. I’m envious of buyers in this segment, as $20,000 gets you a lot of car, and another $5,000 can get you just about all the features you could need.

The GLI has fewer competitors, but they’re pretty good. The 2022 Subaru WRX is all new and offers good value, with a 271-hp motor and all-wheel drive standard for less than the GLI. The base-trim Acura ILX (or Honda Civic Si) is less than the GLI, but it’s also way down on power, as is the Kia Forte/Hyundai Elantra GT. Maybe the comparo I’d really like to write is the GLI stacked against the 250-hp, 320 lb-ft Mazda 3 2.5 Turbo. An extra $10,000 gets you a lot of power and features when it comes to compact sedans—a sweet spot for many shoppers.

You’ve endured my prose for the payoff, but it’s not a huge revelation. The Jetta should keep its place as a value-laden compact sedan that is engaging and fun to drive, and makes the latest technology available for a reasonably competitive price (if not the most competitive price). The GLI is now even spendier without a lower-spec version, but you get a lot of luxury features and a very capable sporty compact for the money. I’m eager to see what the next generation of Jettas delivers, but in the meantime, VW shoppers can feel good about getting a solid product.