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Review: 2019 VW Jetta GLI

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Life is full of choices. When you look back on your life, I am sure you could point to at least one car that, for whatever reason, you let get away. Unfortunately for this car guy, there are more of those cars than I care to mention. But today, the one I let get away dates back to the summer of ’89. I was 16, and one summer evening I found myself in New Haven looking over a Mark I 1984 VW Jetta GLI. Having read every magazine review I could, I was thrilled the car lived up to the high expectations the press had built up. When the first GTI reached our shores in 1983, that car was a revelation. VW knew they had a hit, transferred all the GTI goodies to the Jetta and hey presto, the GLI was born! Over the years, I’ve owned a couple Jettas, but none captured the fun spirit of that ’84 GLI. For every Jetta generation since then, there has always been a GLI. Some stayed true to the recipe better than others, but now in its seventh iteration, how does this GLI compare?

First, it’s a huge help that the Jetta is a handsome car to begin with. As with all GLI’s that came before, VW goes the subtle route with its appearance with their performance Jetta. Unique front and rear fascias and wheels, side skirts and dual chrome exhaust tips and rear spoiler are GLI specific, but that honeycomb grille with that red trim might as well be a siren call to VW fan boys. One evening after work I pull up to a local craft beer bar, and within moments, a couple of guys, mid-twenties, approach me and they want to check out the car. Turns out they own a VW shop dedicated to tuning older models. They were impressed with VW’s latest effort. That weekend, I took the GLI to a Cars and Coffee event. More VW fans spot me looking for a parking spot, but I am waved over to where they are displaying their cars, and to park and show the GLI with their cars. They all said this was their first time seeing the new GLI in person, and again, they loved the subtle, tasteful and sporty treatment VW bestowed upon the car. So, the VW faithful approve, but I need to point out something when you look at the cars the GLI competes against. In particular, the Honda Civic Si. The Civic Si’s appearance is so cartoonish and ridiculous, I wouldn’t expect anyone to take me seriously if I were seen driving one.. The Jetta GLI, in comparison, comports itself as a serious sports sedan that an adult car drive and not feel embarrassed about. Sure, that morning the GLI was at Cars and Coffee with VW gearheads, but that evening I rolled up to the valet for dinner at a swank Southport hotel for dinner, and the GLI had no trouble fitting in with cars costing double or triple the cost.

Stepping inside, it is immediately apparent VW took the same approach as they did with the exterior-subtle, but just enough so you know you are not sitting in just any old Jetta. Thankfully, the current Jetta sports an already pleasant cabin, so there really wasn’t much to be done here. Yes, there’s the flat bottom rimmed steering that is all the rage on any car purporting any car suggesting sportiness. Less faddish is the red stitching on the seats and armrest. I invited the VW fanatics at Cars and Coffee to have a seat and tell me what they thought. They praised the comfort and support of the driver’s seat. Our Jetta has VW’s Digital Cockpit, or as the rest of us describe it, a digital gauge cluster, the first of its kind in a Jetta. Some might dismiss it as gimmicky, but the adjustable LED interior ambient lighting is particularly cool. Some critics complain about an abundance of plastic, but to that, people should remember the regular Jetta has a starting price under $19,000. Even so, our well equipped GLI is a wonderful setting to rack up the miles in comfort.

For the seventh generation, VW stuck to the original playbook-take the goodies from a GTI, put them on a Jetta. What that means is a 2.0 turbocharged four cylinder providing 228hp. Buyers can choose between a six speed manual or seven speed DSG automatic. Thankfully, our test car had the manual. I can truthfully say the latest GLI carries on the spirit of the original on the road. The car is an absolute joy to drive. No, you’re not going to be overwhelmed with power, but the GLI gives you enough to work with, and I assure you, if you get bored, that’s your own fault. The GLI sounds great when you open her up, but puttering around town, it’s quiet enough so you’re not going to get confused with some teenage Fast and Furious wannabe. The GLI is what you want it to be, depending on your mood. Slogging through downtown, it behaves like your typical small sedan. But when the road opens up and gets twisty, the GLI is absolutely ready to reward spirited driving. For driving dynamics, VW got the GLI absolutely right.

VW offers the Jetta in three flavors; base S, limited edition 35th Anniversary, and top-spec Autobahn. Our test car was the Autobahn. Standard equipment includes 18″ wheels, panoramic sunroof, rain sensing wipers, LED exterior lighting, heated and ventilated front seats, power driver’s seat, leather seating, stainless steel pedals, the aforementioned Digital Cockpit, 8″ color touchscreen infotainment center, Beats audio (sounds terrific!), Apple CarPlay and SiriusXM radio. Standard safety features included forward collision warning, autonomous emergency braking, and blind spot monitoring with rear traffic assist. Including destination, our Jetta GLI stickers at $30,090USD. This represents a fantastic value. For this price, you get practically every feature you would want in a modern car in a performance package that is tough to beat. The top spec GLI is still thousands less than, say, even the most basic Audi A3.

This latest Jetta GLI is everything the original was-a GTI, but with a trunk. My week with this car went by far too quickly, and I was sad to see it go. The fact I had encounters on two occasions with VW fanatics, and their reaction to this car confirms that VW got this GLI right. Sure, there are other alternatives for affordable sports sedans, like the Honda Civic Si and Subaru Impreza WRX, but in comparison, they come off as immature. The GLI was, and still is, a sports sedan to be taken seriously, and is rolling proof that you don’t need to look like a fool in order to have fun. Thirty fives years later, the Jetta GLI still delivers a rewarding driving experience at a price that won’t break the bank. Just don’t be like me and let one get away!

 

 

Review: 2012 Volkswagen Jetta GLI Autobahn

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When Volkswagen redesigned the 2011 Jetta, I was actually angry at them, and glad to see the car leave. As a long-time VW fan, and two time (and current) Jetta owner, I felt the brand had abandoned me with this cheap imitation of what was once a quality, fun to drive car.  When news came that VW would be offering a new GLI, I was skeptical. I am pleased to report that the new GLI makes up for a lot-but not all of what infuriates me about the current base Jetta.

While the drab Jetta SEL nearly put me to sleep just by looking at it, our Tornado Red GLI is remarkably sportier looking in comparison. The changes VW made from the standard Jetta are few, but extremely effective. The GLI’s ride height has been dropped half an inch, the front grille and fascia replaced for a far more aggressive look. Our Autobahn model sported upgraded 18″ wheels and painted brake rotors. Minor changes, but collectively they all come together to provide a Jetta GLI that make the car faithful to GLI’s of the past.

My biggest gripe with the new Jetta was it’s cut-rate interior, and with the GLI, VW has addressed some of those issues. The seats, for one, felt more like what one should expect in a VW. The red stitching on the leatherette seats, shift boot, emergency brake and steering wheel added a sporty flair. And oh, what a steering wheel-a definite pleasure to hold. While I found myself cursing out the standard Jetta’s interior, I actually didn’t mind spending time in the GLI. Although an improvement over regular Jetta’s, the cost cutting measures on the current generation are apparent, but just not to such an extreme extent. Rock-hard plastics are still there, but the major driver interaction points-seats, steering wheel-are much better here.

The Jetta GLI is powered by the tried and true 2.0L turbo four cylinder that does duty in several VW and Audi cars. I’m pleased to say the engine matches, and does justice to the spirit of the GLI. The GLI has a nice bark to it, and despite its 200hp, the car feels genuinely quick and sporty. Buyers can opt for a six-speed manual or six-speed twin-clutch DSG. Our test car had the DSG, which tended to lurch a bit around town, but otherwise was a willing partner when you wanted to push the car. Thankfully, VW swapped out the rear suspension of the standard Jetta for a multi-link rear suspension,. This, and the lower ride height, completely transforms how the car feels. In other words, I felt like I was actually driving a Volkswagen. I’m pleased to say the Jetta GLI is a fun, engaging car to drive, with handling that is as competent as one would expect a GLI to be.

The Jetta GLI is offered in three flavors-base, Autobahn, and Autobahn with Navigation. Our test car was the Autobahn, which adds a leatherette interior, power moonroof, 18″ wheels and a Fender premium audio system. Equipped with the DSG transmission, our test car rings in at $27,415USD, including destination. That’s quite a premium over the 2012 Honda Civic Si sedan, but I would concede the VW has the superior drivetrain.

With the new Jetta GLI, I do feel somewhat better about what VW is doing. I am disappointed the driving fun that was a hallmark of all Jetta’s has gone away, but with the GLI, VW engineers have provided a car that remains true to its roots. A definite must see for the buyer seeking a sub-$30,000 sport sedan.

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VW Adds Jetta GLI

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Since 1984, the Jetta GLI has basically been a GTI with four doors and a trunk. Until now. With the introduction of the all-new 2011 Jetta, that relationship has become more distant, as this is the very first time the Jetta rides on its own platform. So when VW fanatics hear about a new Jetta GLI, an adjustment of expectations is required. The new Jetta was built to appeal to a greater number of North American buyers, so even dressed up a bit the GLI lacks the edginess of the prior GLI’s.

The drivetrain of the GLI is identical to the current GTI, meaning the familiar 2.0L turbocharged four rated at 200hp, paired with either a six-speed manual or twin-clutch DSG. Although the Jetta is larger than the car it replaces, VW claims the new GLI is a lighter car. Still, with the Jetta aimed to please more mainstream buyers, it remains to be seen if the spirit of past GLI’s live on. [Read more…]

Review: 2019 VW Jetta

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It’s no small secret that Americans and Europeans have their differences, and one needn’t look any further to illustrate that point than to look at what kind of cars we like to drive. The 1970’s fuel crisis made a great argument for the hatchback-the idea being to get the maximum amount of room possible for people and cargo on a relatively small footprint. VW’s Golf was a raging success and proved the formula worked, and it was what a lot of people wanted. Well, almost everyone. For whatever reason, Americans looked at hatchbacks and decided they looked kind of cheap. And those new car buyers didn’t want to be seen driving something they perceived as being cheap looking. So, in 1980, VW had the brilliant idea to take the Golf, put on a trunk on it, and call it a Jetta.

Thirty nine years and seven generations later, that formula has been sales gold for VW. With Audi’s and BMW’s commanding premium prices, the Jetta was the only game in town if you wanted a German sedan on a budget most people could afford. And while the people who bought their Jettas loved them, VW looked around and saw their competition enjoying greater sales numbers. The problem, as I believe VW saw it, was the Jetta cost a little more, and VW engineers were obsessing over things the average American buyer didn’t really care about. The solution was the Jetta would be built with the American buyer in mind.

The purists were less than thrilled at the realignment. But the Jetta experiment continues to evolve, and for 2019 an all new, seventh generation has arrived. First impression is the Jetta appears a bit larger than Jettas of yore. And you would be right-today’s Jetta is around the same size as a Passat was twenty years ago. While the Jetta has grown to America specific proportions, the styling definitely has a German accent. It is no nonsense, not flashy nor trendy. The smart, creased styling gives the Jetta an upscale look. Our test car, finished in Platinum Grey Metallic with contemporary LED head and tail lights and a ‘just right’ amount of chrome looked serious enough for any junior executive to own without apology. Our SEL model let the car down in one area worth mentioning: the 16″ alloys look comically small on the car and betray the otherwise high end appearance. In fact, during my week with the Jetta, the only criticism I received about the car’s looks were that the wheels were too small.

Inside, the Jetta overall is a pleasant place to spend time. Utterly contemporary, the satin chrome accents and door handles, piano black surfaces and dark grey faux wood trim work in concert to provide an aesthetically pleasing environment. The controls are intuitive, displays crystal clear, and I appreciated the driver-focused infotainment screen. At night, you and your passengers will be entertained being bathed in soft ambient LED lighting-there are ten hues to choose from to set the right mood. The only letdown were the hard plastics found on the door caps and center console, which serve as reminders you’re sitting in the cheapest VW sold on these shores.

During my time with the Jetta, I took a 400 mile round trip from my native Connecticut to a wintry retreat to Atlantic City, and it was here I was able to appreciate the Jetta’s cabin and features. The seats provided plenty of comfort, and I loved how the steering wheel felt in my hands. Music is a must for any road trip, and the Beats audio did not disappoint. The trip really provided an excellent opportunity to use Apple CarPlay, which allowed me to use Google Maps for navigation, access Pandora radio, and send and receive text messages. It was a great companion, and very simple to use. Even after slugging through New York Friday rush hour traffic, I arrived feeling fresh and relaxed.

All Jettas are motivated by a 1.4L turbocharged four cylinder rated at 147hp. This proved to be perfectly adequate for merging onto highways and passing-the Jetta never felt out of breath. Fuel economy is excellent, with a rating of 30MPG city, 40MPG highway. After cruising at a pretty good clip for hours, I was impressed that I was still able to average 40MPG. You can get a six-speed manual in a Jetta-but you are forced to settle for the base model, as all other Jettas come standard with an 8-speed automatic. Left on its own, the automatic will rush to the highest possible gear for max efficiency, which is fine, but you find yourself constantly lumbering around at about 1,000 rpm where there is no boost on immediate tap. A friend and former Jetta owner found it an affront, and ignorant of longtime buyers that VW will not offer a manual across the line, and I agree.

In this Volkswagen tuned for American drivers, I set my expectations pretty low for ride and handling. I was pleasantly surprised. The Jetta feels well controlled and buttoned down. Ride was about as stiff as I would have hoped for a non-GLI Jetta. While the handling felt just right, the super light steering felt out of place, as if the handling people and steering people never once met to decide what the Jetta driving experience, as a whole, should be.

The Jetta is available in five trim levels-base S, SE, sporty R-Line, SEL, and SEL Premium. Our SEL test car came standard with LED head and tail lights, panoramic sunroof, heated front seats, leatherette seating, dual zone auto climate control, push button start, auto dimming rear view mirror, 8 speaker Beats audio with Sirius XM satellite radio, 8″ infotainment touchscreen, VW’s 10.25″ Digital Cockpit gauge cluster, rearview camera, forward collision warning, blind spot monitoring, adaptive cruise control, and lane assist. Including delivery, our test car stickers at $25,590USD, which represents a solid value for the features you get in return.

After seven generations, it’s only natural the Jetta has evolved from Golf with a trunk to a car with a personality all its own. Yes, the Jetta we see now is tailored specifically to the North American car buyer, but in this iteration, VW has smartly, if only slightly, moved the needle closer to it German ancestry. When asked ‘who is this car for?’, I would have to say the Jetta would be perfectly suitable for the small family who want out of the crossover craze, or anyone looking for an easy to live with highway commuter with a just right amount of amenities and style for a weekend date night.

 

 

Review: 2011 Volkswagen Jetta

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The first Volkswagen Jetta was introduced to the world over thirty years ago. The reason was understandable-VW wanted to sell more cars. Back then (and still today), a chunk of the North American car buying population associated hatchbacks as cheap transportation, regardless of how good a car it was. And the Rabbit/Golf was a good car. In creating the Jetta, the company essentially grafted a trunk onto the Rabbit. The Jetta was a game-changer for VW in North America, and has consistently been the brand’s top selling car in North America.

For 2011, VW is again changing the game, in hopes of greater market share, specifically in North America. For five generations of Jettas, the car has held to the recipe of riding on a Golf platform, sharing most of their parts and spiritual DNA. With the sixth generation car, the Jetta is, for the first time, riding on its own chassis, with sheetmetal all its own. The big news is the drop in the base price. Long considered a ‘premium’ small sedan, base Jettas did not match up with the base Honda Civics and Toyota Corollas pricewise, and it seems VW feared the price difference was costing the company sales.  What does this mean for the new Jetta? Read on…

Looking at the new Jetta, what strikes you first is the car looks larger than the one it replaces, but the truth is it’s only three inches longer. In gaining its own look apart from the Golf, the new Jetta is also more conservative in appearance. You get a sense the design directive was to create a car that offended no one. And it succeeds in that respect. This is by no means an unattractive car. The trouble is, the car has lost its “VW-ness”. One observer commented it looks like a cheap Audi, but in my opinion VW has made the car so bland it doesn’t look like anything. Even in top-spec SEL form as out test car was, the car offers nothing interesting to look at.

The greatest disappointment of all, however, presents itself when you open the door. Volkswagen has, over the years, built a hard, and well-earned reputation for designing and executing some of the finest interiors in the business. With the new Jetta, VW has taken that philosophy and pitched it in the trash bin for the sake a producing a car with a lower base price. The well-bolstered front seats covered in leatherette that could be easily mistaken for cowhides have been replaced by basically flat buckets covered in leatherette whose quality is so lacking, and feels so cheap they reminded me of the seat covers you see at a highway rest stop. Hard plastics abound.

In its favor, the Jetta’s cabin is well constructed, roomy and airy. There is no question there is more room in the rear seat. Gauges are clear and easy to read, and it only takes a minute to familiarize yourself to the controls. Decent audio quality has also been a hallmark of VW, and thankfully that tradition carries on with the new Jetta. Importantly, abundant trunk space remains an impressive feature of the Jetta.

Don’t be fooled with the claim the Jetta is “All-new” as it is sporting drivetrains that are anything but new. Base Jettas are powered by a 2.0L 4 rated at an anemic 115hp. Unaffectionately called “two point slow” by VW fans, this engine dates back to the early 1990’s. Most Jettas will be sold with the familiar 2.5L inline-five cylinder engine, good for 170hp. VW’s 140hp but torquey and thrifty 2.0L TDI diesel is also available. As reported at The Garage, a Jetta GLI with a 2.0L turbocharged engine with 200hp will be joining the fold soon. A choice of manual and automatic transmissions are available across the board, the exception being being the TDI and GLI which are available with a twin-clutch DSG tranny. Our SEL had the 2.5L five with six-speed automatic transmission, which provides good torque and a fairly intuitive transmission. With high gas prices a concern, EPA mileage ratings of 24/31mpg city highway are not quite on par, more scary for VW is the new Honda Civic, whose gas-powered four’s mileage is getting scarily close the to TDI.

From a driving standpoint, recent Jettas have sort of been seen as a poor man’s BMW. With the new Jetta, again, the cost cutting is apparent. Gone now is the rear independent suspension. Also, rear disc brakes are available only on the TDI and SEL Jettas, where they used to be standard across the board. Ride quality and handling have suffered as a result. The refinement and sporty handling once associated with Jettas no longer exists. Steering feel has also taken a hit in VW’s attempts to mainstream the Jetta, with little road feel or heft.

In the name of lowering price and increasing general appeal, perhaps the most maddening thing about the new Jetta is that in base form, the Jetta still costs about $600 more than a base Corolla or Civic, and those cars deliver more power and greater fuel economy, and no one has ever accused those giants of providing cut-rate interiors. Our top-spec Jetta 2.5 SEL was equipped with Bluetooth, SIRIUS satellite radio, iPod interface, fog lights, heated seats, 17″ alloys, navigation, atrocious leatherette seats and push button start for an as delivered price of $24,165. For about the same money, you can buy a new Civic EX with navigation and leather interior, and get a no-apologies interior.

Volkswagen has taken an enormous risk with the new Jetta, and in my opinion, they have failed on a colossal level. VW has abandoned the qualities that have made the Jetta a success for them in North America by producing a cost-cut, homogenous, boring, cheap-feeling car for the masses. The word is VW wanted to build a Jetta that appealed to North Americans. As I watched my test car being driven out of sight, my only conclusion was that VW must think that we are fat, lazy and stupid, and do not give a hoot as to what we drive if the price is right. And if you look at the numbers, they got the pricing wrong too.

In conclusion, for most people, the Jetta will be a fine car. If you are new to VW, you won’t even notice the downgraded interior, the dead steering, and the loss of handling quality the last generation Jetta had. Most reviews of the new Jetta had many writers wondering how the VW faithful would react to this very different Jetta.

I have their answer. As an auto journalist, I make every attempt to be unbiased in my opinion. Today, I make an exception. My first car, when I was 16 years old was a VW Scirocco, and I’ve owned six VW’s since.  I reported the introduction of the new Jetta last summer, and the first impressions were disconcerting. Perhaps the most damning thing I can say about the new Jetta was that my reaction was to go out and buy a 2010 Jetta that sits outside my window as I type this. Having driven both cars back to back, I know I made the right choice. Epic fail, Volkswagen.

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Review: VW Jetta TDI Cup Edition

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Punk [puhngk] noun
3. a style or movement characterized by the adoption of aggressively unconventional and often bizarre or shocking clothing, hairstyles, makeup, etc., and the defiance of social norms of behavior, usually associated with punk rock musicians and fans.
Ask the average man on the street about which current VW represents the punk movement, and the likely response is the current GTI. He would be wrong. Meet the Jetta TDI Cup Edition. The punk attitude challenges accepted norms, and the TDI Cup Edition encapsulates the very essence of the punk spirit, with the challenge that a a diesel powered four door sedan can also be entertaining to drive. The question here, did VW manage to pull it off? Read on.

VW Previews New Jetta in Times Square

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It’s a well known fact that the Jetta is the most important car VW sells in the US, and that a new model was just around the corner. On a Tuesday morning in New York City’s famed Times Square, VW created an ‘urban oasis’ for the global debut of the sixth generation Jetta. Details on the new Jetta are few. What we do know is the Jetta now rides on its own platform-you can’t call the Jetta a Golf with a trunk any longer. If the Jetta looks larger, it is-3.5″ longer than the car it replaces.

Engines are carryover, which is unexpected in an otherwise all new car. Returning to the engine room are the familiar 2.5L inline five (170hp), 2.0 TDI (140hp) and 2.0TSI (200hp). All engines are available with a manual or automatic transmission. Trim levels will consist of base S, SE, SEL, TDI, and GLI. VW has not released pricing for the 2011 Jetta, but did say the car will start at around $16,000USD. The 2011 Jetta arrives in dealer showrooms this October.

* The Garage thanks reader Kevin Urban for the pics of the Jetta at Times Square.

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VW Announces Jetta TDI Cup ‘Street’ Edition

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VOLKSWAGEN OF AMERICA, INC.

In 2008, VW established the TDI Cup. Sanctioned by the SCCA, the TDI Cup is a single make race series run in North America, running VW Jetta TDIs that are mostly stock, and are prepared by the factory. Coming in January 2010, VW will offer the Jetta TDI Cup ‘Street’ Edition. The body kit features the front bumper, side skirts and rear valance straight off the race car. The ‘Street’ Edition is also visually unique with its 18″ Charleston wheels, and red brake calipers.

The changes aren’t just cosmetic. The ‘Street’ Edition features bigger brakes, sway bars, and a GLI-tuned suspension that promise a sportier ride than the standard TDI. The drivetrain remains the same-meaning the quiet, smooth and torquey 2.0L, 140hp TDI four, mated to either a six-speed manual or six-speed DSG with shift paddles. Inside, the ‘Street’ Edition includes sport seats and a leather-wrapped, multi-function steering wheel.

VW expects the TDI Cup ‘Street’ Edition to sticker around $25,000USD, but that price is offset by a $1,300 US Federal Government tax credit.

Driven: VW Jetta SportWagen TDI

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Our “Driven” series highlights the several cars I was able to sample at IMPA’s Spring Brake 2009 event. These short takes are summaries of my driving impressions of the cars on the roads surrounding Bear Mountain State Park in Rockland County, New York.

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Given the automotive preferences of most North Americans, it’s a wonder the car pictured above is sold here at all. Station wagons? Bah! Nope, give me the latest crossover/SUV. And a diesel? Are you kidding me? Who is the target market here, quirky English teachers at private New England prep schools?

Hardly. We’re the odd ones-Europeans strongly prefer the practicality a station wagon affords you over the taller, still thirstier and heavier CUV’s that have at least replaced the SUV’s of yore. But the larger hurdle is the diesel engine, or rather, the stigma we still attach to it. Loud. Slow. Rough. Smokey. Diesels arrived here following the gas crises of the 1970’s, but the trade-0ffs were a little more than buyers at the time could handle. And then they sort of ‘went away’ save for the random VW or Mercedes. And that is the impression still stuck in our collective heads today.

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Review: 2014 Dodge Dart GT

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2014 Dodge DartI was at the New York Auto Show when Dodge took the wraps off of its new Dart, the first car the world would see as a result of Fiat’s take over of struggling Chrysler. Dodge’s last compact, the forgettable Caliber did not impress anyone, and I think it is fair to say Dodge would like us all to forget about that car. The media swarm at the Dart’s reveal was massive. And the Dodge execs hammered the fact this car has Alfa Romeo DNA. The press swooned. Normally at a car show, a new car is revealed, everyone moves on to the next press conference. This is when I get my pictures of the car. But not the Dart. The media never left. All day long, hours after the reveal, photographers and TV crews from around the world swarmed around the new Dart.

Unfortunately, us car journalist’s views do not always coincide with the general public. Sadly, since its debut, the Dodge Dart has been a slow seller. For that, it would not be fair to blame the Dart entirely. I feel that Dodge’s indifference to compact cars over the past several years simply has most new car buyers not even consider the brand. And I think with the Dart, Dodge execs recognize that. The person who has in mind a Honda Civic or Toyota Corolla will not be swayed with the Dart. So, Dodge decided the Dart would not be a plain vanilla compact car.

Instead of a boring, appliance like device, the Dart is actually a very handsome car. Perfectly proportioned and dashing in design, the Dart is arguably one of the best looking compacts available today. There are plenty of styling cues from its big brother Charger that tie the Dart into the Dodge family, but it is not overdone. Our test car’s paint color, Header Orange, was over the top. Yes, you could literally see me coming a mile away. This is not your Grandma’s beige Corolla.

2014 Dodge Dart GTIf Dodge’s had a weak spot in the past, it was definitely in the interior. Thankfully, the Dart offers a tastefully done interior. For my family of three there was plenty of room, visibility was excellent, and the controls intuitive and easy to use. I especially liked the 8.4″ screen that controls navigation, audio, climate control and other functions. It is easily one of the best interfaces in the business. The quality of materials was above average for the price paid on the Dart. However, there is a downside. I wouldn’t call the Dart uncomfortable, but the ideal driving position seemed to elude me during my week with the car. As much fiddling I did, I nver felt like I was sitting in the car right.

As far as engines go, Dart buyers have three choices. Base Darts come with a 2.0L four rated at 160hp. The higher mileage Aero has a 1.4L turbo, also rated at 160hp. Our test car, the GT, features a 2.4L four rated at 184hp. All Darts come standard with a six-speed manual, and a six speed automatic is optional. The Aero model has a six-speed automated manual that has been criticized for slow, clunky shifts. Our Dart GT sounds aggressive at start up, and acceleration is frisky. However, EPA fuel economy ratings of 22/31 MPG City/Highway are pretty disappointing for a modern compact car. Handling and braking are excellent in our sport-tuned GT. The bottom line here is you crave great handling and an engine with attitude, and are willing to pay the price at the pump, the Dart GT may be for you.

You can get yourself into a Dart for $17,000 and change, but our test car was the GT, the sportiest iteration of the Dart. The base price on our car was $20,995USD. Standard equipment included Nappa leather seating, 8.4″ touch screen display, Bluetooth, dual zone auto climate control, heated seats, heated steering wheel, SiriusXM satellite radio, ambient LED interior lighting, power seats, fog lamps, 18″ alloys and dual exhaust tips. Our car’s options included the Technology Group (Rear park assist, blind spot and rear cross path detection, auto high beams, rain sensitive windshield wipers, ), and navigation. Including destination, our Dart GT rings in at a respectable $25,125.

2014 Dodge Dart GTIn the vast market of compact cars, the Dart is a unique option. Again, one gets the sense Dodge threw up their hands and decided no matter what they do, they will not sway any buyers of the Civic/Corolla crowd. So instead, we have a slightly edgier compact that is perfectly competent. But for the same money, you may have to give up a couple options, the VW GTI or Jetta GLI are far more satisfying rides. The Dart is a solid effort, and light years ahead of the Caliber. But with such lackluster fuel economy figures, a majoy factor in this class of car, I fear the Dart will continue to be a slow seller.