I’ve always loved the VR6, a narrow-angle, 170-hp, 2.8-liter V6 with tons of character – a good bit of power too. In a car the size of the Jetta, it provides strong acceleration, decent fuel economy (if you can keep your foot out of it), and flexibility. Plus, passing power always is at-hand, whether from a dead stop or cruising speed, especially with the five-speed manual gearbox.

If the Jetta GLX has one nagging fault it would be that it’s in need of some fine tuning. For example, the shifter feels vague under certain circumstances, the pedals need slight improvements in their placement, and the suspension tries too hard to be all things to all people. The rate of body lean and the suspension’s soft responses can upset the vehicle and its passengers during spirited driving, which is unfortunate. There’s no doubt that, with a little more development work, the Jetta could provide a surprisingly capable alternative to BMW’s 3 Series for those on a budget.

Of course, a new Jetta is a couple years away, and the present car is selling well. So why mess with success? The dynamics are pretty darn good – though they could be great – and changing the interesting control layout (climate control and radio at the bottom of the center stack, not the top) would take much more time, money, and effort than the profit margin could endure. VW’s smart to put its major efforts into the new car, while updating the old one to attract buyers.

And though some may say the $25,050 as-tested price is too high (the GLX starts at $24,300), the Jetta isn’t an alternative to the similarly priced, but larger, VW Passat. It’s a distinct interpretation of a small (172.3-in. long, 98.9-in. wheelbase) sporting sedan, and one that carries a surprising amount if equipment for such a small four-door. If you need the rear seat room, look at the Passat. If not, the Jetta is a credible answer for those who must own a European sport sedan, but can’t justify, or part with, the price of entry demanded by other manufacturers.