Practical yes, sporty no

Washington, D.C.–Volkswagen Canada makes no bones about it: the latest version of the popular Jetta is called the "Wagon"; it's not a "hatchback," a "5-door," or "activity vehicle."

South of the 49th parallel, Volkswagen USA has spun it slightly for our more tailgate-averse neighbours, branding it the "Jetta SportWagen" instead (the "e" a play on its Germanic parentage and the Volkswagen name).

Whether "Wagon" or "Wagen," it's the real deal, and it's a body style that provides a measure of practicality and usefulness that the Jetta sedan simply can't match.

True, the Volkswagen Rabbit/GTI is effectively the hatchback version of the Jetta, but tailgate or not, it is no match for the Wagon when it comes to hauling. While basically identical to the four-door Rabbit hatchback from the rear seats forward, the Jetta Wagon is 346 mm longer overall, which yields a 930 L cargo area that more than doubles the Rabbit's available seats-up capacity.

I prefer the Wagon's rear-end styling to that of the Rabbit/GTI, too.

In behind the one-piece liftgate, there's a nice, wide, flat load floor that's easily expanded by flipping the split rear seat cushions up and dropping the rear seat backs down. The front passenger's seat can also be folded down to accommodate longer items. A removable, retractable cargo blind and several tie-down points are standard equipment.

The single biggest drawback is the $1,500 premium the Wagon commands over a similar Jetta sedan. For some, there's also the irrational stigma that station wagons seem to possess on this continent.

The domestic automakers, once the kings of wagons, have all but abandoned this body style in favour of taller, bulkier, heavier crossovers. Ford's Focus wagon was the most recent domestic to get the axe.

The remaining competitors are a few (costlier) European peers, or the Kia Rondo and the Pontiac Vibe/Toyota Matrix near-twins, even if they are not true wagons. The Mazda3 and Subaru Impreza hatchbacks could be candidates. Hyundai's upcoming Elantra Touring, which is much more wagon-like, may prove to be a greater threat.

One definite ace that Volkswagen has up its sleeve is the next-generation TDI turbodiesel engine that will become available in both Jetta models this September. In Canada, the previous diesel engine had a 50- to 70-per-cent takeup rate, and that is anticipated to occur again.

Diesels can provide 20 to 30 per cent better fuel economy than a comparable gasoline engine, and they have a reputation for lasting a good deal longer as well.

No other automaker offers Canadians diesel power in a wagon, nor are there any diesel cars available for anywhere near the 2.0 TDI Wagon's planned $25,775 starting price.

VW hopes to have TDI models in Canadian showrooms by mid-summer.

Until then, your sole choice is the 2.5 L inline five-cylinder gas burner that powers the Jetta sedan. (Canadians won't be offered the 200 hp turbocharged 2.0 L four-cylinder gasoline engine that's planned for U.S. buyers.)

The five-pot receives a 20 hp boost in power for 2008, now producing 170 hp. Mated to either the standard five-speed manual or available six-speed automatic, it provides decent, if not neck-snapping, acceleration, and should be more than adequate for the needs of most buyers.

Oddly, though I personally favour manual transmissions, I would be tempted to opt for the automatic in this car, as it suits it better. The five-speed manual somehow seems slightly awkward to use despite having a nice, fluid gear change.

Fortunately, there doesn't appear to be a ride, handling or noise compromise in choosing the wagon, as could easily have been the case. Wind and road noise appeared to be no worse than what I remember from the sedan.

The Jetta's firmly sprung chassis provides an interesting combination of good grip, decent ride quality, predictable behaviour – and apparently no enthusiasm for the task whatsoever, making the U.S. model's SportWagen moniker seem a bit misleading.

One chassis item that does require some attention is the electric power steering assist, which is pretty transparent most of the time, but which can provide a dead, inaccurate feel during certain highway cruising conditions.

Very little criticism can be levelled at the Jetta's finish. Even the base cloth-equipped cars looked upscale inside; the lighter tan colour scheme in my base "Trendline" test car contrasted nicely with the matte charcoal upper dash, and there were patterned metallic inserts and chrome details that further enriched the cabin's appearance. The centre console's hard plastic was a rare letdown in an otherwise upscale interior.

The Wagon's $23,475 starting price isn't cheap, but it is a good deal when put in perspective. Upscale corporate-cousin Audi's less roomy A4 Avant (wagon) starts at $42,350, and the Jetta Wagon's closest competitor by specification, the Volvo V50, starts at $32,995. As European wagons go, the Jetta's a steal.

Surprisingly, Volkswagen Canada makes you pay $450 extra for stability control, $250 for side curtain airbags and $200 on top of that to add rear-seat side airbags. At least they aren't unreasonably priced, or bundled only with another option, like the available, coffee table-sized, two-piece panoramic sunroof.

The Jetta has been Volkswagen's U.S. and Canadian sales leader for quite a while. With the introduction of the 2009 Wagon, and the much anticipated new-generation TDI diesel, VW Canada expects to sell more than 9,000 '09 Jettas, yet predicts that fewer than 2,000 will be Wagons.

In a country that embraces practical vehicles and makes both value and quality priorities, that seems pretty conservative to me. As Volkswagen's Bruce Rosen put it, "Wagon is not a dirty word in Canada."

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