2019 Volkswagen Jetta

2019 Volkswagen Jetta

Episode 3738
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

Volkswagen needs you…and a lot of other Americans…to reach their goal of 5% U.S. market share. It’s about 2% today. Their new atlas and Tiguan SUVs will certainly help, but they need more. So, enter an all-new Jetta compact sedan. Now, VW says that more than ever, it was designed with Amercian buyers in mind. But in doing so, VW risks ruining what made Jetta popular in the first place. So let’s see how well VW walks that tight rope.

With over 17½ million sold since 1979, the Volkswagen Jetta is a well-recognized, global nameplate. When the last Jetta sedan debuted right around the beginning of this decade, it was part of Volkswagen’s new strategy to not only build cars in North America, but to tailor them specifically for American drivers. 

What that meant was less emphasis on ride-and-handling, making space and price the priorities. That “bigger and cheaper is better” approach yielded exactly the desired results, record sales. 

For 2019, the 7th gen. Volkswagen Jetta not only doubles down on that strategy, but attempts to bring more driving excitement back into the mix. 

While it still bears a resemblance to the conservative Passat, it’s certainly the most dynamic Jetta we’ve ever seen, and if you were expecting to hear the words “coupe-like profile”; well, they’re here. 

The other usual descriptors apply as well, longer wheelbase, shorter overhangs, wider track; and cliché as it all may be, it’s hard to argue with the very handsome results. 

A slicker shape is only part of what VW has done to get back some of the fuel economy lost without diesel or hybrid models. Active grille shutters up front, and while technically the same engine, the 1.4-liter turbo behind that grille is now tuned for more efficiency. 

3-horsepower was lost in that transformation, now at 147; but torque remains the same at 184 lb-ft. 

Furthering the theme, base cars get an extra gear for a 6-speed manual, and the optional automatic is now an 8-speed.

The results are improved Government Fuel Economy Ratings of 30-City, 40-Highway, and 34-Combined; the same regardless of transmission. 

While far from flashy inside, the exaggerated tilt of the center stack, sets a more driver-oriented tone to the space; and there’s much less hard plastic to be found, leaving nothing much to complain about. 

And impressive features like the digital dash won’t be found anywhere else in this segment. 

Top SEL Premium trim will also get you leather seats, both heated and ventilated; a new 8-inch Discover Media infotainment with navigation; selectable drive modes, and a 10-color LED ambient lighting system.

There is indeed plenty of space inside to get comfortable, no matter whether you’re the driver or just along for the ride. And cargo space is plentiful as well, at 14.1 cubic-ft.; 60/40 split-folding seatbacks are standard.  

Our early drive time came around Raleigh, North Carolina; and we’ll jump right in with talk of the suspension. Yes, a torsion beam is back at the rear on all trims. And while it’s easy to complain; for American Jetta buyers, it’s likely the ideal blend of capability with great everyday comfort.

And, it keeps costs down. Helping offset that is the fact that that torsion beam is now bolted to VW’s MQB architecture. Does it provide A4-like sport sedan agility? Not quite. Is it a sensibly entertaining everyday compact sedan?  We’d say yes and then some. Certainly more lively than segment leaders Honda Civic and Toyota Corolla. 

The new 8-speed automatic stays very busy managing power delivery from the little 1.4-liter; but it does so without undo effort. Sporty R-Line trim has no any added power, but it does get an XDS electronic differential, unique wheels, black trim, and dual exhaust tips.  

VW is certainly attempting to attract your bucks by delivering as much bang as possible; very well equipped base S trim starts at $19,395, down 100 bucks from last year; top trim SEL Premium goes for $27,795. Plus, VW’s new People First warranty includes bumper-to-bumper protection for 6 years or 72,000 miles. 

It would be foolish to expect the 2019 Volkswagen Jetta alone to put the brand’s sale’s goal within reach. But, it is another correct step in that direction. VW has walked the tight rope well. So, if you’re thinking about a compact sedan, with Corolla and Civic on your list, we think you should add the very entertaining VW Jetta at the top.


  • Engine: 1.4 liter
  • Horsepower: 147
  • Torque: 184 lb-ft.
  • EPA: 30 mpg city / 40 mpg highway
2023 Mazda3

2023 Mazda3

Still The Same Mazda3, Just A Bit Better

Episode 4304
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

When the fourth-gen Mazda3 arrived for 2019, it grew a little more stylish, a lot more upscale; and loads more practical too, adding all-wheel drive into the mix for the first time. How does it get better than that? Well, for ’23 the 3 adds an engine update that promises to deliver more power and better efficiency. Time to speak truth to this power.

The Mazda3 has always been a great compact car, big on both fun and value, and has earned numerous MotorWeek Drivers’ Choice Awards over the years. This current-gen has been on the road for 4-years now, and it gets even better for 2023.

Starting with the powertrain, the base 2.0-liter I4 has been eliminated leaving just 2 versions of the 2.5-liter 4-cylinder, turbo and non-turbo. Base versions get a 5-horsepower bump to 191-horsepower, along with updates for its cylinder deactivation system. The 2.5 Turbo fits standard all-wheel drive and outputs the same 250-horsepower and 320 lb-ft. of torque as last year; provided you use Premium gas. Max ratings drop to 227-horsepower and 310 lb-ft. with Regular.

2023 Mazda3 6
2023 Mazda3 2
2023 Mazda3 5
2023 Mazda3 3
2023 Mazda3 4
2023 Mazda3 62023 Mazda3 22023 Mazda3 52023 Mazda3 32023 Mazda3 4

A 6-speed manual transmission remains available in front-wheel drive 3s, but AWDs come exclusively with a sport-tuned 6-speed automatic. We found it well-sorted and seemingly always on the same page as us whether we were shuffling through back roads or sitting in traffic. There is a softer overall feel compared to Mazda3s of old, which you’ll appreciate when encountering harsh pavement, but it still feels plenty agile when called upon.

That softer feel certainly carries over inside, where it has gotten much quieter, and quite nicely finished, consistent with Mazda’s Audi-like premium intentions. All 3s get an 8.8-inch center display, and all of the fingerprints on our test car’s screen signifies most people assume it’s a touchscreen. It’s not, however, as inputs are made with a rotary controller on the console. It’s not the most intuitive system, but once you’re past the learning curve, it’s tolerable.

The rear seat room doesn’t have the roomy feel of the Subaru Impreza, but space is certainly more than adequate compared to the rest of the compact set. Rear cargo space for this hatchback rates a good 20.1 cubic-ft. with trunk space in the sedan coming in at 13.2 cubic-ft. So yes, the Mazda3 remains available in both sedan and hatchback, but we still prefer the 5-door hatch both for its practicality and for its sporty looks. Top Turbo Premium Plus gets gloss black aero treatments including a roof spoiler and front air dam.

At the test track, power from the 2.5-turbo felt more than adequate off the line, using all-wheel-drive grip to bite into the pavement and get up and go to 60 in 6.0-seconds flat. There was virtually no turbo lag, and the engine felt nicely refined with its power delivery. Transmission operation was equally as smooth and kept the power flowing quite effectively throughout the ¼-mile, which ended in 14.5-seconds at 95 miles-per-hour. We really appreciate a well-tuned 6-speed in this world of overactive 8 and 10 speed automatics.

2023 Mazda3 1

While there was definitely some understeer to manage in our handling course, the 3 turned in quickly and provided real, sporting feedback through our cone course. I-Activ AWD features G-Vectoring Control Plus, which uses both engine torque vectoring as well as selective braking to minimize body roll, and preserve the lively feel we’ve come to expect from Mazda. In panic braking runs, the pedal was soft, but that kept ABS pulsing to a minimum; and the results were great, as we averaged a very short 106-feet from 60, with minimal nose dive and stable, straight stops.

Government Fuel Economy Ratings for an all-wheel drive Turbo are 23-City, 31-Highway, and 26-Combined; we averaged a good 28.4 miles-per-gallon of Regular.

Obviously by eliminating the previous base engine, prices have taken a jump for ’23, but so has everything else. Still they remain more than reasonable. The base S now starts at $26,855, with the top Turbo Premium Plus at $37,815, with many options in between. And sedan prices are even more sensible, starting at $23,715.

Like most brands, Mazda seems to be going all-in on SUVs; as the 3 is the last family sedan and hatchback in their lineup. And it would be a real shame if that were to change. As the 2023 Mazda3, the hatchback in particular, is just about the perfect car, offering utility vehicles levels of practicality along with better than average luxury, plus handling performance that few crossovers can match. So, long live the Mazda3!


As Tested

  • Engine: 2.5-liter Turbo-4
  • Horsepower: 227 | 250
  • 0-60 mph: 6.0 seconds
  • 60-0 Braking: 106 feet (avg)
  • MW Fuel Economy: 28.4 MPG (Regular)
  • Transmission: 6-speed auto
  • Torque: 310 lb-ft. | 320 lb-ft
  • 1/4 Mile: 14.5-seconds at 95 mph
  • EPA: 23-City / 31-Highway / 26-Combined