Of all the cars in this test, the Jetta was the most "grown up." A clean, classy body style devoid of spoilers, side skirts and gaping air intakes gives the VW an upscale look that seems almost out of place among its flashy foes. Parked alongside the others, the Jetta almost seemed embarrassed to be surrounded by such a rowdy bunch.

Inside the Jetta, this theme is continued. Impeccable fit and finish characterize the cabin, with top-grade materials along with upscale features such as heated seats, one-touch up and down front windows and both side and side-curtain airbags. Even the trunk reeks of class, with a fully lined interior with a chrome rub strip at the threshold. Instruments are clear and most controls are intuitive. And on that note, we're happy to report that VW has finally improved the stereo design; it now has the on/off function combined with the volume knob and a knob (that replaces the annoying rocker switch) for tuning. Sometimes the old ideas are better.

Although our Jetta was equipped with a Sport Luxury package, the seat design was the essentially the same as a standard Jetta GLS', meaning there were no aggressive side bolsters that a sport seat would have. There were, however, a number of adjustments for the driver seat, including height and lumbar support, and the seats were comfortable. But lateral support was lacking: On spirited canyon romps, we found ourselves sliding around on the leather. Not a good thing when you're trying to concentrate on your line through a set of curves.

With the shortest wheelbase of the group (at only 98.9 inches), the Jetta's rear seat space isn't abundant. At 33.5 inches, legroom was about equal to the Sentra's, but a short seat cushion doesn't offer the thigh support of the Impreza's rear bench. Also, the sloping roofline of the Jetta gave rear passengers a more hemmed-in feeling than the rest. The VW did trounce the others when it came to cabin silence, as wind and road noise were both hushed.

This year, VW tweaked the turbocharged 1.8-liter inline four that was already one of our favorite engines. Output has jumped from 150 horsepower and 155 pound-feet of torque to 180 ponies and 174 lb-ft. With peak torque coming on at just 1,950 rpm, this dynamo feels more like a healthy six than a small-displacement force-fed four. The power starts down low and really starts to pull when the tach needle swings past 2,500 rpm. It was easy to pick gears with the Jetta's five-speed manual gearbox. The shifter had a typical VW feel to it, light yet somewhat rubbery, as did the clutch with its long but progressive travel. When put to the test, the Jetta scampered to 60 mph in 7.2 seconds and stayed strong through the quarter-mile (15.6 seconds), making it the quickest car in both categories.

With a stopping distance from 60 mph of just 122 feet, the Jetta was right there with the Neon (121 feet) for deceleration honors. Solid, fade-free power and a progressive pedal were the system's most endearing qualities, prompting one editor to note, "Stout action with intuitive pedal feel" and another to simply state, "Fab — lots of power." See, we appreciate more than just sizzling acceleration.

Even though the Jetta had the optional Sport Luxury package (which includes a sport suspension, power sunroof and 17-inch alloy wheels wearing P225/45HR17 all season tires) the VeeDub seemed tuned more for ride than handling. This is not to say it handled poorly; the steering was light but still offered good road feel and quick response. And thanks to the car's horsepower advantage, it lapped the track just 0.2 seconds behind the razor-sharp MP3. But the body rolled more than expected when the Jetta was being hustled through the canyons or at the track. And although the Jetta's tires were the chunkiest in the test, they didn't have as much ultimate grip as the all-out performance rubber on cars like the MP3; drivers noted that the Jetta slid easier when pushed hard on the track. On the up side, the Michelins were quiet on the freeway and stuck well enough on the driving loop. In a sense, the Jetta was the opposite of the Protegé in that the VW had a lot of power and a soft, ride-oriented suspension, whereas the Mazda lacked power and had stiff, performance-biased calibrations for its underpinnings.

We were thoroughly impressed by the Jetta's numerous attributes — classy styling, a high degree of refinement, a powerful engine and a nice balance of ride and handling. Of course, this begs the question; why didn't it win this comparison test? In spite of how much we liked the Jetta, it wasn't strong enough in the root words of its market segment's namesake, econosport. Though its base price is $20,100, we had to have the aforementioned Sport Luxury Package ($2,025) in an attempt to put the Jetta on a level playing field against cars like the Protegé MP3 and Sentra SE-R Spec V. Add in the $325 Monsoon sound system and this puts the VW's price at around $22,500, quite a jump over the comparably equipped Nissan's $18,915 price tag. So much for econo. And as far as the sport component, the Jetta felt more like an entry-level luxury sedan (not necessarily a bad thing, depending on the potential buyer) than a four-door pocket rocket. Had this been an "econoluxury sedan" test, the Jetta would have easily scored the victory.

SECOND OPINIONS

Road Test Editor Liz Kim says:
The Jetta is the car I'd purchase for my own conveyance for its ultra-buttery drivetrain and its slick accoutrements. From the lovely fit of its materials to its slick 1.8 turbo engine, with plenty of kit to keep you entertained as well as safety systems to give you peace of mind, the Jetta is justified in winning the hearts and minds of compact car buyers everywhere.

Not all is good in Happyland, however. If you're looking for pure visceral driving thrills, you may be better off with another vehicle in this comparison. Even with the sport-tuned suspension, there's way too much body roll to call the Jetta sporty. The steering is well-weighted and direct, but the front plows a bit in turns, and the non-aggressive tires tend to slide around a bit. The whole package reminds me of the tag line for N'Ice throat lozenges: "It's slick. It's slippery. It's slickery." Great when the car is used for daily commutes, not such an attribute when you're tearing around a corner at the fastest speed possible.

Senior Editor Brent Romans says:
Volkswagen really knows how to put together sweet rides. The Jetta has never been a huge favorite of mine — I've always thought the higher price tag wasn't worth it — but I can respect people who buy one. The best parts about this car are the engine and interior. This turbocharged 180-hp four doesn't make the most inspiring or invigorating sounds, but it's got enough juice to dust off all the other cars in this test. The interior, too, is superior in finish and material quality. Suspension? Well, that could still use some more work. Of the cars in the test, though, the Jetta best delivers a sense of being a premium car. This is important when you're plunking down your own hard-earned cash and plan to keep a car for a number of years. I'd put a Sentra SE-R or Impreza in my garage before the Jetta, but if you want some luxury and prestige to go along with your sport, by all means, snag a Jetta.

Senior Editor Christian Wardlaw says:
Basically, the Jetta is a budget luxury sport sedan. It's trimmed like a luxury car, its materials are the quality of a luxury car, its body is solid like a luxury car, its Monsoon sound system rocks like a luxury car. Is it worth $23,000? Sure, especially when you consider that an Audi A4 starts three grand north of that price point without many of the niceties that this VW includes for less.

I found the Jetta less than comfortable, though, because I require more seat track travel than it offers to make room for my 33-inch inseams. I wouldn't want to drive this car all day, nor would I wish to ride in the back for too long, because space in the rear quarters is quite tight. People wanting more room are advised to select a Passat.

The turbocharged four-cylinder engine feels extremely strong; this year's power boost is more obvious in the Jetta than the Passat. Torque steer is a definite problem now, though, because under full boost, the wheel tries to twist out of your hands. Launching the car isn't a treat, either, thanks to the long-travel clutch and turbo lag if you hook the front wheels up without sufficient revs. On a positive note, the sport suspension, complete with 17-inch wheels and tires, does a great job of improving the Jetta's handling without obvious adverse effects on ride quality.

Volkswagen continues to refine and update the Jetta's interior, this year adding a new stereo system design that includes large buttons and easier access to the controls. Additionally, our car was equipped with a classy chrome protection strip at the lip of the trunk and a one-touch sunroof dial lifted directly from the Audi parts bin.

The Jetta could easily win an econosport sedan test, despite its relatively high price tag. This car has style, poise, refinement, class, power, quality, comfort and handling (on the road...at the limit on the track our Jetta felt as planted to the pavement as Shedd's Spread in a hot skillet) in spades. Plus, it records damn near 30 mpg on the highway at 80 mph. Additional benefits? The cleanly designed Jetta suffers no boy-racer add-ons or styling "enhancements."

Stereo Evaluation - 2002 Volkswagen Jetta GLS 1.8T