IF YOU recall, Volkswagen started the Jetta lineup here last year with the 2.0 TFSI. Great, if you like the engine of a Golf GTI in a four-door saloon with a gigantic boot. However, it never really looked the part. Simply put, its design was plain boring.

Now though, they’ve brought in the venerable Jetta TSI, and that essentially takes care of the “economical but more-than-adequate powered,” entry level lineup of the Jetta range. That leaves the identical-looking Jetta 2.0 TFSI with not much room to breathe, so instead of continuing with it, they’ve decided to up the ante with the GLI instead.

Keeping in line with German tradition, there are no GT-wings, vortex stabilizers, outlandish body kits or fake carbon fiber. Expectedly, this sleeper of a Jetta has understated touches to designate its high performance lineage. If you look closely, you’ll realize that the car is completely unlabelled of the word “Jetta,” having the two GLI badges replace it completely both front and rear.

GLI vs GTI

While these two models have the same engine and the same state of tune, Volkswagen is quick to point out that the GLI is more of a sportier, driver-oriented upgrade over the 1.4TSI. It is also a good alternative for those who prefer a 4-door sedan with lots of boot space, while preserving the driving dynamics of the Golf GTI.

There are a few differences in terms of equipment. Cruise control is absent, and so are the sunroof and electrically operated seats, but that’s about it really. Those auto-leveling bi-xenons are still there, so are proper, factory fitted reverse sensors (park distance control in Vee-dub talk), window tints, lovely chromed dual exhaust tips and 17-inch “Denver” alloys.

Hot “Salsa Red” paint and a very familiar, evil looking, gaping grin up front courtesy of the GTI’s honeycomb mesh and red pinstripe. That’s important, because what lies underneath its skin has a little more to do with it than just aesthetic modifications.

Inside, all the metallic trim and pedals from the standard model have been replaced with genuine aluminum. The tilt and reach flat-bottom steering wheel is very thickly padded in the right areas, and is the same used in the GTI.

So we were led to think that the “L” in the GLI moniker stands more for “luxury” than anything else. Then again, the car’s sports-tuned suspension and an interior that looks exactly like the GTI, down to the instrument dials, round gear knob and flat-bottomed steering did thwart us a little.

So which is it like?

Driving Impressions
Both models are front-wheel driven and have the same 2-litre turbocharged four-pot that generates 200 horsepower at 6000 rpm and 280Nm from 1,800 to 4,700 rpm. That’s plenty of thrust to get the 1,500kg Jetta to a claimed century dash time of 7.2 seconds.

Amazingly, the Jetta BETTERED that time. In near perfect conditions, launch control and brand new Continental Sport Contacts, we G-Teched the car’s 0-100km/h dispatch to be just 6.78 seconds!

The DSG works perfectly on up-shifts, almost matching the shifting speeds of the GTI, but tends to lag a little when down-shifting into second from third in manual mode, using those steering mounted paddles.

Thicker anti-roll bars, stiffer dampers and harder spring rates are just about the only change over the “standard” 2.0 TFSI. The resulting ride is as firm and compliant as that of the GTI, but with a slightly greater amount of body-roll, giving a level ride quality that comes very close to an Audi A4.

The GLI does feel rather heavy, and while it isn’t exactly the master of traffic light sprints, there’s nothing like this one when taken to the north-south highway. In typical GTI fashion, it picks up speed easily in sixth gear, above 120km/h, where 180km/h is easily attained ten seconds later. Then, it will continue to do so until it hits 220km/h. From then on, things start to feel a little laboured until it maxes itself out at around 235-240km/h, at which point wind noise is relatively subdued thanks to the absence of a sunroof.

Where tight, winding roads are concerned, the Jetta’s lack of steering communication starts to show here. Despite the stiffer suspension, the steering remains rather numb. Don’t get us wrong – the electro-mechanical unit gave us more than that of the 1.4 TSI, or 2.0 TFSI for that matter, but the GLI still finds itself stuck in the middle of those two cars and the GTI when it comes to good, informative steering feedback while driving at the limits of grip.

Unlike the well balanced and potentially tail-happy GTI, large amounts of safe understeer start to show, mainly because it’s easy to exceed grip capacity with this much torque throughout the rev range, but the car is easy to drive quickly and almost ninety percent as fun too!

Is this for you?
If you’re a GTI purist at heart, no. But if you value driving dynamics and need space to transport four, even five in absolute comfort for under $119,000 (not to mention a HUGE boot) then you might’ve just chanced upon the right thing. To put things into perspective, the only thing better (but slower) than this, would be the 2008 Audi A4 1.8 turbo which retails for nearly $12,000 more. Nothing else.