Here in the land of the Whopper and big-box stores, we’re accustomed to getting a lot for our dollar. Although we might not be able to get through the entire two-gallon tub of mayo before the “serve by” freshness date, what red-blooded American could possibly resist saving so much cash over on aisle seven? VW applied a liberal dose of that “more for less” philosophy to its North American–made Jetta back in 2011 to try to boost U.S. sales. That effort yielded a roomier, but hard-plasticky, compact sedan for less money. Americans snapped up the decontented Jettas in bigger numbers, but the beam axle bringing up the rear of all but the fancy-pants GLI model and the antediluvian five-cylinder engine powering the majority of Jettas dimmed enthusiasm from buyers previously drawn to the car’s European driving characteristics.

For 2014, Volkswagen is taking some concrete steps to restore some of that luster. Under the hood, a gen-three version of the EA888 four-cylinder turbo replaces the 2.5-liter five-cylinder in SE and SEL trims, which together represent 60 percent of Jetta sales volume. Although the new 1.8-liter turbo makes the same 170 horsepower as the now-retired five-banger, it generates a bigger dollop of torque (184 lb-ft) and holds that from a just-above-fast-idle 1500 rpm to the upper reaches of the rev range. A faster-responding turbo and reduced engine friction help make the 1.8T a very flexible engine that’s responsive to the throttle across a wide swath of the rpm band and not overly concerned what gear it’s in. With the base five-speed manual, for example, the engine will pull in top gear on uphill grades from 2000 rpm or lug down to 1200 to 1500 rpm around town without the need to downshift. Not that we have any aversion to shifting, as the Jetta’s five-speed stir stick offers low efforts, positive gates, and a precise feel. On paper, you might think the Jetta’s five-speed manual is one cog short of its competitors’ transmissions, but the turbo mill is so torque-rich that five ratios cover the waterfront amply. We expect the Jetta 1.8T will sprint to 60 in eight or fewer seconds, about a half second quicker than last year’s 2.5 model did. Also, unlike the premium-unleaded-sipping 2.0-liter turbo engine that powers the GLI, the 1.8-liter turbo runs on regular unleaded, which should save a couple of bucks at every fill-up.

The 1.8T is quiet, too, although when equipped with the optional six-speed automatic transmission, the powertrain can experience a low-frequency rumble when cruising in top gear under a light load at about 1200 to 1400 rpm. We suspect that VW’s desire to achieve the Jetta 1.8T’s impressive EPA highway fuel-economy estimate of 36 mpg had something to do with the noise. Left to its own devices, the six-speed autobox will upshift to sixth gear and lock its torque converter fairly quickly under light load, which can initiate the conditions for the graininess. However, the driver can tip through the gears manually with the shifter if so desired to avoid the drone zone.

More cheery news: VW’s coin squeezers have restored the Jetta’s multilink rear suspension for 2014. As tuned for SE and SEL models, this gives a compliant but well-damped ride with good body control. Uneven or oddly cambered pavement is handled in stride with little or no effect on steering, which now is electrically boosted with the 1.8T engine to aid fuel economy. The steering itself has low friction and, although no paragon of feedback, is quick enough for spirited driving and offers linear response to inputs. Even with the modest 205/55-16 tires, the car can be hustled down a twisty back road.

When you put it all together, Volkswagen is giving us the 2014 with the 1.8-liter turbo and a multilink rear setup for about the same money as last year’s car with the old 2.5-liter five and rear beam axle. That’s the kind of more-for-less goodness we can get our mayo-glazed fingers around.

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