2012 Volkswagen Jetta GLI Specs, Prices, Pics and Reviews

The new Volkswagen Jetta has been a bit of a disappointment for many of us. On the surface, the car seems to have taken a step backward, adopting an ancient engine in base trim while getting heavier, cheaper, and bigger.

But Americans wanted a bigger Jetta especially in the back seat that was more competitive on pricing, and that’s what we got. But we also got a less-enjoyable driving experience, much to the chagrin of VW loyalists not to mention those of us here at Car and Driver. Despite this, VW has been selling the new Jetta in droves. Thankfully for enthusiasts, the Jetta GLI has arrived to redeem the Jetta.

For starters, the GLI is not just a Jetta with more motor. It dumps the standard car’s torsion-beam rear axle for a more-capable multilink rear suspension, giving the GLI a truly independent suspension that does an excellent job of managing body wobbles and transitions. Plus, the GLI is 0.6 inch lower than other Jettas, giving it a sportier stance and lowering the center of gravity.

Oh, It’s You Again. Well, Good

Like the last-generation GLI, the new car is propelled by the GTI’s turbocharged four-banger mated to a manual or dual-clutch automatic, both with six speeds. With lots of low-end torque—at 1700 rpm, the peak of 207 lb-ft is just above idle—this is one of our favorite engines on the market today. It’s called on by every Volkswagen model save the Touareg and Chrysler-built Routan and appears in a bunch of Audis, too. As it does in the GTI, the iron-block 2.0-liter makes 200 hp. One thing the GLI has that the GTI doesn’t is a throaty, rumbly, and enticing exhaust note. Mash the throttle, and you’ll swear the sounds have to be coming from something other than such a small turbo engine.

Unfortunately for throttle mashers like us, the GLI lacks an off button for the stability control, although VW says it is looking into making the system defeatable. This is probably the car’s biggest fault. It wasn’t a problem on our short drive of the car, but we know it will hurt acceleration. That button is how the driver engages launch control, and unlike most other VW products with the DSG dual-clutch automatic (an $1100 option), the GLI lacks this max-acceleration feature. With the slick six-speed manual, the GLI should reach 60 mph in about 6.7 seconds versus 6.4 for the last-gen car. We did not have the chance to drive a GLI with the dual-clutch, but it should come close to the manual-trans car’s 0-to-60 time, and we predict both will pass the quarter-mile mark in 15.2 seconds.

Even with stability control imposing strict limits, the GLI is plenty of fun. Two hundred horsepower might sound like too little, but it’s actually perfect. Sure, more power could be handy at times, but overloading the front wheels would kill the GLI’s smoothness. As it is, this output is a great balance between power and comfort. The car never exhibits a hint of torque steer and has just enough punch to keep things interesting.

As with most electric power-steering setups, the GLI’s lacks decent feedback. But weighting is excellent, and it builds naturally through the GTI-like flat-bottom wheel, without the clearly delineated and unwelcome steps in resistance we’ve found in other electrically assisted racks.

Like a Soap Bar, but Now with Pizazz

All the usual exterior appointments are here: a new grille with a GLI badge, a new front air dam, red brake calipers, and dual exhaust tips. More heavily bolstered seats and some red stitching set this model’s cabin apart from those of lesser Jettas. A navigation system will run you $900, but it’s only available after you’ve spec’d the $2050 Autobahn package (sunroof, faux-leather seats, 18-inch wheels, and premium audio system). Learn More...

Source : http://www.caranddriver.com