Volkswagen’s Jetta GLI Autobahn – GLIDE PATH

Volkswagen’s Jetta GLI Autobahn

GLIDE PATH

Given the relative scarcity of new 4-door sedans in these United States, I did an Internet search: When did a sedan first become available in the U.S. market? An online source recognizes the 1912 Studebaker, while Dodge – with a bodyshell fabricated by Budd – is given credit for the first all-metal sedan. A century later the 4-door sedan has ceded its market dominance to the 4-door crossover, which is larger, taller and more thirsty. You’d think, given all that’s happening in the global oil market, it might be time to rethink the sedan and its inherent efficiency. Happily, VW doesn’t need to rethink the segment; with its Jetta sedan, the German company continues to offer it.

Asian carmakers haven’t forgotten the 4-door with trunk, and neither have the European carmakers – although the Europeans, for the most part, have gravitated to the upper end of the marketplace. In fact, Volkswagen – with final assembly of the Jetta taking place at its plant in Puebla, Mexico – offers real bang for the buck in two variants. The base Jetta is equipped with a turbocharged 1.5-liter four, while the GLI (available only in Autobahn trim) gets to your driveway with 2.0 liters of blown four, along with handling and cosmetic upgrades almost guaranteed to bring out your 20-something. Unless, of course, you are 20-something…

The result is an almost-analog design, dating from 2018 and having received a freshening in both 2021 and 2024. The base version of the Jetta, with a turbocharged 1.5 liter four connected to an automatic (only) transmission shouldn’t be discounted, given its level of content and mid-$20K price point. 

It’s the GLI, however, that warms the cockles, assuming – of course – you still have cockles…and can find them. The base Jetta’s 1.5 liter is replaced by two liters of turbocharged four, delivering 228 horsepower and 258 lb-ft of torque. That power is connected to the front wheels through either a 6-speed manual or 7-speed dual-clutch automatic. And whereas the base Jetta suspends its rear end via a torsion beam rear axle, the GLI benefits from a multilink setup in the rear, better to tackle our country’s crumbling infrastructure. 

In the walkup, I’m impressed by the Jetta’s relative conservatism. While the basic structure dates to the first Trump administration, the carefully drawn sheetmetal could just as easily been taken from the first Bush administration. There’s a semblance of a 3-box profile, but the trunk is melded into the greenhouse; it’s not a fastback nor a hatchback, but then, it’s not an old Volvo. And while the overall profile is almost organic, the crease just below the beltline provides an edgier, slightly more visceral vibe. 

This isn’t – thankfully – Hyundai’s edgy Elantra, but then, neither is it Acura’s almost anonymous Integra. And sitting on 225/45 rubber mounted on 18-inch alloys, the GLI seems appropriately planted; or does, until you pretend you’re Tiger Woods.

Inside, you’re greeted by – and seated on – perforated leather surfaces, a nicely shaped leather-wrapped steering wheel and leather-trimmed shifter atop the 6-speed manual. In front of the driver is a digitized instrument panel, while the 8-inch touchscreen seems perfect for the guy still hanging on (with cold, soon-to-be-dead hands) to his analog roots. Ventilation is actuated by VW’s Climatronic Touch. Happily, we were able to work through this, as outside temps in Northern Virginia ran from highs in the 80s to lows in the 30s. Welcome to spring!

With a mechanical spec similar to Volkswagen’s GTI (although down on power – 228 vs. 241 – and still available with the manual trans) the Jetta GLI comports itself on a different level with the addition of a trunk and its longer overall length. The smaller GTI is genuinely tossable – more sportscar like – while the GLI feels more grown-up. If it’s a family of four taking a real vacation, much of what you carry with the GTI will be on the roof, while the Jetta’s 14 cubic feet of trunk will handily accommodate your 14 cubic feet of baggage. And – notably – if it’s just you and your bike, with the rear seats folded the bike will probably fit.

In the market’s current obsession with sport and utility, the Jetta – in either base or GLI trim – makes a great argument for enjoying both within the smaller, more efficient footprint of a sedan. With a curb weight of just 3,300 pounds – almost the same as the GTI – it undercuts the pork of last week’s test Acura ADX by 10%, and – notably – is faster to 60 by a full three seconds. And in its full-on Autobahn trim, the GLI undercuts the comfortably spec’d Acura by roughly $10K!

Numbers, however, are but a bit of the Jetta journal. That 0-60 time is great, but the flexibility of its drivetrain is remarkable. I have no doubt the available 7-speed dual-clutch auto is responsive, but the manual 6-speed is as in-the-moment as you want to be. In combination with the GLI’s composed cornering and well-connected steering you can maintain any pace with an abundance of grace. And you’ll get this without spending upwards of $50K for that 3 Series you thought – at one time – you wanted.

If looking for a Tiguan or Taos at the neighborhood VW store, take a moment to consider the Jetta. Walk around it, sit in it. And if liking what you see, take a test drive. If it checks your boxes like it checks my boxes, pull out your checkbook.