GLI VR6: My Favorite Jetta, But Not My Favorite Sports Sedan
Written: Nov 08 '04 (Updated Nov 20 '04)
Product Rating:
Pros: Classy European personality, luxurious cabin, broad-shouldered torque from V6 engine.
Cons: Too-soft suspension, clunky shifter, long-throw clutch, generally disinclined to twisty-road running.
The Bottom Line: The GLI VR6 is a posh, characterful little sedan at a reasonable price. But hard driving reveals the middle-age spread that'll keep enthusiasts lined up for the WRX.
The Jetta GLI is Volkswagen's entry into the affordable-sports-sedan segment, a market niche that has become increasingly crowded in recent years. This segment can essentially be split into two groups: the souped-up economy sedans that come in around $20,000 (i.e. Nissan SE-R), and the higher-profile, higher-performance sedans that just break the $25,000 mark (i.e. Subaru WRX). The GLI VR6 straddles these categories with a base price of $23,785, and brings a number of unique attributes to the table. It has the only V6 engine in this segment, it's the only entry from a German manufacturer, and it stresses luxury more than most rivals.
Do these traits make the GLI VR6 the class of its class? To find out, I drove one at a local Volkswagen dealership. My test-drive lasted a little over half an hour, and covered city streets, a winding back road, and the freeway.
Performance
Dynamically, the GLI's 2.8-liter "narrow-angle" V6 is its best feature. I've been dissatisfied with the 1.8T engine that powers other performance-oriented VWs--too much turbo lag, not enough torque--but the VR6 banishes those quirks with its broad, linear, and smooth-flowing power. In fact, this engine is the one component that really makes a case for the GLI's sports-sedan legitimacy.
In around-town driving, the VR6 gives the GLI a satisfyingly unstressed character. Low-end grunt is plentiful, allowing the Jetta to jump away from stoplights with authority. Throttle response is quick and clean, and the brassy exhaust note makes a satisfying soundtrack. Charging up freeway on-ramps, I found the GLI's powerband remarkably broad and linear, with impressive thrust from the midrange up to the redline. I haven't seen published 0-60 times for the GLI, but judging by the seat of my pants, I'd guess it just squeaks under the seven-second mark.
The VR6 engine also does pretty well in terms of refinement. It's certainly the most refined engine I've ever experienced in a Jetta--far smoother and quieter than the GL's 2.0-liter Four, and free of the turbo histrionics of the 1.8T. Still, when you compare the VR6 to other six-cylinders--specifically, the Mitsubishi 3.0-liter V6 in the car I drove to the dealership--the GLI's engine feels just a bit rough around the edges. Its engine note gets a little ragged at elevated revs, and the vibrations it transmits to the cabin can become slightly coarse. This engine has been in VW's stable for quite some time, and it probably just needs a little massaging to attain Japanese levels of smoothness.
Transmission/Clutch
While the GLI's engine is a remarkable step up from run-of-the-mill Jettas, the transmission is not. That means its shifter has the same clunky, scratchy action and longish throws. It also has the same rubbery engagements going into each gear. The lever's movements do seem to have been tightened up a little--they're not quite as vague as usual--but the overall feel is similarly unsatisfying.
The clutch also adheres to the mediocre VW norm. Its throw is very long, necessitating big leg angles every time you step away from a stoplight. Its effort is very light--too much so for my tastes--and its take-up feels overly gradual. This made it difficult to avoid slurring my shifts for the first few minutes of the test drive. I'd suggest considering the optional automatic, but VW doesn't offer one on the GLI, since it's supposed to be the "sports" model.
Steering/Handling
If most of your driving involves gentle speeds and undemanding roads, you'll find a lot to like about the GLI's handling. Volkswagen did a great job of making the GLI feel like a pint-sized luxury car--it's smooth and easygoing, and never feels edgy or abrupt. The steering is light and fluid to the touch, twirling with an oily smoothness around city corners. This makes it a little difficult to lock on to a straight-ahead path on the freeway, but it also makes the car feel unusually rich and luxurious.
But this is supposed to be a sports sedan, and instead of coming alive on challenging roads, the GLI starts feeling a little woozy. That light, oily steering becomes difficult to coordinate in bends--partially because there's not enough resistance at the rim, and partially because its responses feel delayed off-center. The wheel's slippery leather wrapping doesn't help. Driving briskly on winding roads, I found the GLI's suspension soft and underdamped, and the brakes too grabby to modulate smoothly.
The Jetta remained a somewhat unwilling partner when pushed to its limits. I tossed the GLI around in some huge, empty parking lots, and was disappointed with the results: understeer, or more understeer, depending on how smooth I was with the steering. The nose-heavy attitude was accompanied by floppy body lean, wiggly torque steer, and a disconcerting floatiness over mid-corner bumps. If I ignored all these suggestions to slow down, the Jetta hung on unexpectedly well--hence the impressive handling figures in magazine tests--but getting to that point wasn't much fun.
Ride
The logical benefit to soft suspension tuning is a smooth ride, but the GLI's ride was even cushier than I imagined. This being a "sport suspension," I expected firmly-controlled ride motions and a clear feel for the road. But the GLI exhibited neither. Instead, its damping felt very gentle in the first few inches of travel, giving the GLI a soft, bobbling ride over uneven surfaces. Even the 45-series tire sidewalls are forgiving, smothering the texture of the pavement with surprising civility.
Of course, not all is perfect. There is a fair amount of road roar from those low-profile tires, and they can "clomp" a bit over potholes and expansion joints. The Jetta's structure is showing its age, too, allowing sharp bumps to elicit little secondary shivers. Plus, there is such thing as a too-cushy ride--especially in a sports sedan. I didn't like the way the GLI floated over freeways dips and rises, and I doubt many other enthusiasts would, either.
Interior
The Jetta's interior has always been one of its strong points. Most Jettas occupy the sub-$20,000 econobox class, and in that segment, its Euro-classy appointments stand out like a Hilton in a sea of Travelodges. But does the Jetta's interior still pass muster when it's competing against $25,000 sports sedans? The answer, as I quickly found out, was "most definitely."
Perhaps sensing that chassis dynamics weren't going to be the GLI's big selling point, Volkswagen outfitted its interior with a host of luxury trimmings. Heated seats, a leather-wrapped three-spoke steering wheel, and silver-trimmed gauges are all standard equipment. In a light-and-dark gray color scheme, and equipped with the optional sunroof package, the GLI's cabin feels richer than those in many $30,000 cars.
Beyond that, the GLI offers all the usual Jetta strengths--high-quality materials, solid construction, and a distinct European flavor that's otherwise unavailable in this price range. The front seats are extra-firm--a potential turn-off to some buyers--but they remain supportive and comfortable over time. The driving position is well laid-out, with lots of adjustments to tailor an individual fit. Plus, there's the usual assortment of thoughtful touches, such as soft-release cupholders and gently dimming visor lights.
Of course, the GLI also inherits most of the Jetta interior's weaknesses. These include a tight rear seat, a dated control layout, and an annoying flip-up center armrest that blocks your shifting arm. The switchgear is starting to feel clunky in places, and the climate controls are mounted too low for easy use. I was also unimpressed with the Monsoon sound system--it earned its name by flooding the cabin with muddy-sounding midrange frequencies. Overall, though, the GLI's interior remains one of its most appealing aspects.
Practicality
The GLI could be called practical in that it's a sporty four-door competing in a price range dominated by sporty coupes. But judged solely as a sedan, the Jetta isn't a terribly practical car. I've already mentioned the cramped rear seat, but it bears repeating here--two six-foot passengers won't be happy in the back of the Jetta, let alone three. Trunk space is average at best, although it's certainly better than you'll get from a notchback coupe. A split-folding rear seat eases the loading of bulkier objects.
Volkswagen offers a station wagon version of the Jetta, but passed on the idea of a wagon GLI. This is a shame, in my opinion. The Subaru WRX has had a stranglehold on the fast-sport-wagon market in past years, and now Mazda, Volvo, and Saab have gotten in the game with the 3s, V50, and 9-2X, respectively. A GLI wagon may have been a low-volume seller, but it would have allowed Volkswagen to stake a claim in a fast-growing segment.
Reliability
The latest Consumer Reports surveys suggest that the Jetta's reliability has improved lately, but it's still rated Worse Than Average. However, I think this has more to do with hit-or-miss quality than consistent design flaws. I say this because some of my friends own VWs, and their experiences have varied greatly--a few cars have been completely trouble-free, while others have become disastrous money pits. If you happen to get a good example, you'll probably have nothing to worry about--but that's a guessing game you don't have to play with the Japanese brands.
Overall
Thanks to the broad-shouldered engine and well-appointed interior, the GLI VR6 was by far the best Jetta I've ever driven. But it didn't strike me as a particularly strong competitor in the affordable-sports-sedan arena. I'm certainly a fan of the GLI's V6 engine, but its acceleration wasn't significantly stronger than a four-cylinder Nissan SE-R or Mitsubishi Lancer Ralliart, nevermind the similarly-priced Subaru WRX. And in terms of chassis dynamics, the GLI falls well short of those sportier rivals--I drove a Ralliart and SE-R the same day as the GLI, and the VW's steering and handling were almost Buick-like in comparison.
To me, the GLI VR6's biggest strengths are its German character and its understated sense of class. Most of the cars in this segment--and certainly the SE-R, Ralliart, and WRX mentioned above--come festooned with a juvenile assortment of scoops, slats, and spoilers. Such over-styling always makes me feel a little silly, and it takes away the "stealth" appeal that draws me to fast four-doors. As a result, I'd choose the GLI over its flashier rivals if the decision came down to image alone.
Taking everything into account, though, I'd recommend that prospective GLI buyers shop around a little before hitting the VW store. If the GLI's $24,000 base price is on the high side of your budget, try looking at the Mazda 3s, Mitsubishi Lancer Ralliart, and Nissan Sentra Spec V. None of them are as classy or luxurious as the GLI, but they're all cheaper and significantly more fun to drive. Or, if $24,000 isn't breaking the bank, try out the Subaru Impreza WRX or Legacy 2.5GT. Both are faster, more reliable, and in the Legacy's case, equally luxurious. If you must have the GLI's unique European persona--or if you're a die-hard VW fan--then act quickly, because the GLI VR6 has been canceled for 2005. Otherwise, you'll probably want to shop the Japanese brands before settling on this posh Teuton.
Epinions.com periodically updates pricing and product information from third-party sources, so some information may be slightly out-of-date. You should confirm all information before relying on it.
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