Long-Term Road Test Intro
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We’re testing the hottest Jetta for 40,000 miles.
Date: May 2012
Months in Fleet: 7 months
Current Mileage: 18,455 miles
Average Fuel Economy: 26 mpg
Average Range: 377 miles
Service: $0
Normal Wear: $0
Repair: $0
Damage and Destruction: $842
For most of its history, the Volkswagen Jetta was the three-box version of the two-box Golf hatchback, which also meant that the performance-oriented Jetta GLI was simply the sedan version of the coveted 10Best-winning GTI. The Jetta’s sixth-generation makeover, however, included plopping the four-door onto new underpinnings. The idea was to give it a bigger back seat, a larger trunk, and reduced complexity to better compete with the likes of the Honda Civic, the Ford Focus, and the Toyota Corolla. (The Golf will move to VW’s new MQB architecture.)
In the split from its Golf roots and in the interest of competitive pricing, the base U.S.-spec Jetta abandoned its sophisticated multilink rear suspension and soft-touch interior plastics for lower-cost items. Needless to say, we weren’t bowled over during our initial drive, and a Jetta 2.5 later finished last in a five-car comparo. But a potential remedy was available via the turbocharged, 200-hp GLI, which has the fancy rear chassis setup and squishy dash. We quickly ordered one up to see if 40,000 miles behind the wheel of the enthusiast’s Jetta could win us over.
(All Jettas sent to Europe have the multilink rear and nicer cabin materials; here’s a rundown of the differences between Euro and American Jettas. More recently, we’ve learned that Volkswagen has made and will continue to make running updates to non-GLI versions of the car, including the brakes, the interior, and under the hood.)
Time to Arrive
Our six-speed manual Tornado Red GLI showed up with just 381 miles on the clock and a full boat of options (excepting the available automatic), which meant it arrived packing the $2050 Autobahn package (18-inch wheels, sunroof, Fender-branded stereo, auto climate control, and faux leather seats) and $900 navigation system. All-weather floor mats, including a trunk liner, added another $235 to the tab for a grand total of $27,700. For comparison’s sake, a fully loaded five-door GTI, which has real leather seats and xenon headlamps, runs $31,365.
First impressions were mixed. Few drivers—okay, maybe one—liked the fake rumble generated by the Soundaktor engine-noise enhancer, and even long-haul comfort came under fire by a few, although most have found the firm seats supportive. One staffer with a longer commute said she could make her drive every day without complaints.
There have been a few ergonomic gripes, chief among them being the interface for the navigation and audio systems. Many drivers have noted that there are too many layers to sort through to access info. Also raising some ire is the location of the engine-start button, ahead of the shifter. Locating the obscured button becomes second nature after spending an extended period of time with the car, but to get in a car with keyless start and have to think about how to turn it on seems to defeat the purpose of having such a system.
We’d Like to Leave the Nest, K Thx
For reasons that we can’t fathom, all Jettas have full-time stability control. There is no higher-threshold mode like that found in the GTI, and the overly protective system limits skidpad grip to 0.86 g. A couple of drivers have reported that the stability control intervened when they shot a gap in traffic, fighting them for control of the car.
At least the stability control didn’t hamper the initial test results, as the GLI dashed to 60 mph in 6.2 seconds and cleared a quarter-mile in 15.0 at 96 mph. That’s right on top of a GTI’s numbers and way quicker than the 6.8-second GLI we tested a few months back.
At around the 3500-mile mark, a vibration developed at the front axle. The dealership replaced the front half-shafts under warranty. At the same time, it also discovered and removed the remains of a Fix-A-Flat application from the right-front wheel and tire. We did not use the temporary flat fix, or at least no one is fessing up to it. So either the dealer that initially prepped the car filled the tire with goo, or someone thought that emptying the quick-fix can in our tire would be a good prank. Either way, the dealer covered the cleanup under warranty, too.
Cheap to Operate So Far
In its seven months with us, the GLI has made just one scheduled maintenance stop, at 10,000 miles. This service consisted of an oil change, an inspection, and a tire rotation. This stop (as will be the forthcoming 20K and 30K services) was covered under the maintenance plan that comes with all new VWs, so we paid nothing out of pocket. The dealer also attended to matters related to two recalls, better securing the trunk-mounted subwoofer and replacing some potentially faulty headliner clips. Christmas time brought a present in the form of an $842 bumper repair after a staffer emerged from shopping to discover they’d been the victim of a parking lot hit-and-run. No note was left, no suspect was found.
With EPA fuel-economy ratings of 22 mpg in the city and 33 on the highway, we weren’t expecting to be blown away with the car’s efficiency. But so far we’ve averaged 26 mpg, which is pretty strong considering our driving style and that the GLI has been on just two road trips. Reliability has thus far been good, which is heartwarming news—especially considering VW’s deserved reputation for low performance in that department.
So far, so good, but has the GLI won us over? Not entirely, but give us another 20,000 miles or so and we’ll let you know.
Specifications
VEHICLE TYPE: front-engine, front-wheel-drive, 5-passenger, 4-door sedan
PRICE AS TESTED: $27,700 (base price: $24,515)
ENGINE TYPE: turbocharged and intercooled DOHC 16-valve inline-4, iron block and aluminum head, direct fuel injection
Displacement: 121 cu in, 1984 cc
Power: 200 hp @ 5100 rpm
Torque: 207 lb-ft @ 1700 rpm
TRANSMISSION: 6-speed manual
DIMENSIONS:
Wheelbase: 104.4 in
Length: 182.2 in
Width: 70.0 in Height: 56.6 in
Curb weight: 3236 lb
PERFORMANCE: NEW
Zero to 60 mph: 6.2 sec
Zero to 100 mph: 16.5 sec
Zero to 120 mph: 24.8 sec
Rolling start, 560 mph: 6.8 sec
Top gear, 3050 mph: 13.9 sec
Top gear, 5070 mph: 9.7 sec
Standing ¼-mile: 15.0 sec @ 96 mph
Top speed (governor limited): 127 mph
Braking, 700 mph: 179 ft
Roadholding, 300-ft-dia skidpad*: 0.86 g
*Stability-control-inhibited
FUEL ECONOMY:
EPA city/highway driving: 22/33 mpg
C/D observed: 26 mpg
Unscheduled oil additions: 0 qt
WARRANTY:
3 years/36,000 miles bumper to bumper;
5 years/60,000 miles powertrain;
12 years/unlimited miles corrosion protection;
3 years/36,000 miles roadside assistance
3 years/36,000 miles free routine maintenance
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